Routine, Required, and Special Inspections

10-5 approval is shown together with the propeller limits and any operating restrictions peculiar to the propeller or propeller engine combination. 5. Airspeed limits in both miles per hour (mph) and knots. 6. Center of gravity (CG) range for the extreme loading conditions of the aircraft is given in inches from the datum. The range may also be stated in percent of mean aerodynamic chord (%MAC) for transport category aircraft. 7. Empty weight center of gravity (EWCG) range (when established) is given as fore and aft limits in inches from the datum. If no range exists, the word “none” is shown following the heading on the data sheet.

8. Location of the datum. 9. Means provided for leveling the aircraft. 10. All pertinent maximum weights. 11. Number of seats and their moment arms. 12. Oil and fuel capacity. 13. Control surface movements. 14. Required equipment. 15. Additional or special equipment found necessary for certification. 16. Information concerning required placards. It is not within the scope of this handbook to list all the items that can be shown on the TCDS. Those items listed above serve only to acquaint aviation mechanics with the type of information generally included on the data sheets. TCDS may be many pages in length.

When conducting a required or routine inspection, it is necessary to ensure that the aircraft and all the major items on it are as defined in the TCDS. The inspector ensures that all installed aircraft equipment conforms to the TCDS. This is called a conformity check and verifies that the aircraft conforms to the specifications of the aircraft as it was originally certified. Sometimes alterations are made that are not specified or authorized in the TCDS. When that condition exists, a supplemental type certificate (STC) is issued. STCs are considered a part of the permanent records of an aircraft and should be maintained as part of that aircraft’s logs.

Routine/Required Inspections

For the purpose of determining their overall condition, 14 CFR provides for the inspection of all civil aircraft at specific intervals, depending generally upon the type of operations that they are engaged in. The pilot-in-command (PIC) of a civil aircraft is responsible for determining whether that aircraft is in a condition for safe flight. Therefore, the aircraft must be inspected before each flight. More detailed inspections must be conducted by aviation maintenance technicians (AMTs at least once each 12 calendar months, while inspection is required for others after each 100 hours of flight. In other instances, an aircraft may be inspected in accordance with a system set up to provide for total inspection of the aircraft over a calendar or flight time period. These include phase-type inspections.

To determine the specific inspection requirements and rules for the performance of inspections, refer to the CFR that prescribes the requirements for the inspection and maintenance of aircraft in various types of operations. Preflight/Postflight Inspections Pilots are required to follow a checklist contained within the Pilot’s Operating Handbook (POH) when operating aircraft. The first section of the checklist is entitled “Preflight Inspection.” The preflight inspection checklist includes a “walk-around” section listing items that the pilot is to visually check for general condition as they walk around the airplane. Also, the pilot must ensure that fuel, oil, and other items required for flight are at the proper levels and not contaminated. Additionally, it is the pilot’s responsibility to review the aircraft maintenance records, and other required paperwork to verify that the aircraft is indeed airworthy. After each flight, it is recommended that the pilot or mechanic conduct a postflight inspection to detect any problems that might require repair or servicing before the next flight.

Annual/100-Hour Inspections The basic requirements for annual and 100-hour inspections are discussed in 14 CFR part 91. With some exceptions, all aircraft must have a complete inspection annually. Aircraft that are used for commercial purposes (carrying any person, other than a crewmember, for hire or flight instruction for hire) and are likely to be used more frequently than noncommercial aircraft must have this complete inspection every 100 hours. The scope and detail of items to be included in annual and 100-hour inspections is included as Appendix D to part 43. [Figure 10-2] A properly written checklist, such as the one shown earlier in this chapter, includes all the items of Appendix D. Although the scope and detail of annual and 100-hour inspections are identical, there are two significant differences. One difference involves persons authorized to conduct them. A certified airframe and powerplant (A&P) maintenance technician can conduct a 100-hour inspection, whereas an annual inspection must be conducted by a certified A&P maintenance technician with inspection authorization (IA). The other difference involves authorized overflight of the maximum 100 hours before inspection. An aircraft may be flown up to 10 hours beyond the 100-hour limit if necessary to fly to a destination 10-6 Page No. 1 2 3 4 5 6 Rev. No. 4 - - 4 2 4 DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION A27EU Revision 4 AIRBUS DEFENCE AND SPACE GMBH EADS DEUTSCHLAND GMBH DAIMLER CHRYSLER AEROSPACE AG DAIMLER-BENZ AEROSPACE AG DEUTSCHE AEROSPACE AG MESSERSCHMITT-BÖLKOW-BLOHM AG MESSERSCHMITT-BÖLKOW-BLOHM GMBH BO-209-150 FV & RV BO-209-160 FV & RV BO-209-150 FF July 9, 2015 TYPE CERTIFICATE DATA SHEET NO. A27EU This data sheet, which is a part of Type Certificate No. A27EU, 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 Airbus Defence and Space GmbH Willy-Messerschmitt-Strasse 1 85521 Ottobrunn Germany Type Certificate Ownership Record Messerschmitt-Bölkow-Blohm GmbH transferred TC A27EU to Messerschmitt-Bölkow- Blohm AG on April 1, 1992 (See NOTE 4.) Messerschmitt-Bölkow-Blohm AG transferred TC A27EU to Deutsche Aerospace AG on November 30, 1992 Deutsche Aerospace AG transferred TC A27EU to Daimler-Benz Aerospace AG on January 2, 1995 Daimler-Benz Aerospace AG transferred TC A27EU to Daimler Chrysler Aerospace AG on November 17, 1998 Daimler Chrysler Aerospace AG transferred TC A27EU to EADS Deutschland GmbH on July 10, 2000 EADS Deutschland GmbH transferred TC A27EU to Airbus Defence and Space GmbH on July 1, 2014 (See NOTE 7.) I - Model BO-209-150 FV and RV, 2 PCLM (Normal and Utility Category), approved 9 July 1971 (FV model has fixed nose L.g.; RV model has retractable nose L.g.).

Engine Lycoming O-320-E1C or O-320-E1F Fuel 80/87 minimum grade aviation gasoline Engine limits For all operations, 2700 r.p.m. (150 hp.) Propeller and Hartzell HC-C2YL-1B/7663A-6 propeller limits Diameter: 70 in. no further reduction permitted Pitch setting at 30 in. radius: High 27° Low 12°12' Spinner: MBB P/N 209-61056 Governor: Woodward P/N T210452 or P/N 210681 10-7 2 A27EU Airspeed limits (CAS) Normal and Utility Category Never exceed 173 knots (199 m.p.h.) Maximum structural cruising 135 knots (155 m.p.h.) Maneuvering 117 knots (135 m.p.h.) Flaps extended 88 knots (101 m.p.h.) *Landing gear operation 104 knots (120 m.p.h.) *Landing gear extended 173 knots (199 m.p.h.) (*Applies only to the RV model).

C.G. range Normal Category (85.47) to (89.37) at 1265 lb. or less (86.92) to (89.37) at 1808 lb. Utility Category (85.47) to (89.37) at 1265 lb. or less (86.25) to (89.37) at 1565 Maximum weight 1808 lb., for Normal Category 1565 lb., for Utility Category No. of seats 2 at (+ 90.7) Maximum baggage 110 lb. at (+114.2) Fuel capacity 39.2 gal. total (38.6 gal. usable; two 19.6 gal., wing tanks at + 90.7) Oil capacity 8 qt. (+3.94) See NOTE 1 for unusable fuel and undrainable oil data. II - Model BO-209-160 FV and RV, 2 PCLM (Normal and Utility Category), approved 9 July 1971 (FV model has fixed nose L.g.; RV model has retractable nose L.g.).

Engine Lycoming IO-320-D1A or IO-320-D1B Fuel 100/130 minimum grade aviation gasoline Engine limits For all operations, 2700 r.p.m. (160 hp.) Propeller and Hartzell HC-C2YL-1B/7663A-6 propeller limits Diameter: 70 in. no further reduction permitted Pitch setting at 30 in. radius: High 27° Low 14°57' Spinner: MBB P/N 209-61056 Governor: Woodward P/N T210452 or P/N 210681 Airspeed limits (CAS) Normal and Utility Category Never exceed 173 knots (199 m.p.h.) Maximum structural cruising 135 knots (155 m.p.h.) Maneuvering 117 knots (135 m.p.h.) Flaps extended 88 knots (101 m.p.h.) *Landing gear operation 104 knots (120 m.p.h.) *Landing gear extended 173 knots (199 m.p.h.) (*Applies only to the RV model).

C.G. range Normal Category (85.47) to (89.37) at 1265 lb. or less (86.92) to (89.37) at 1808 lb. Utility Category (85.47) to (89.37) at 1265 lb. or less (86.25) to (89.37) at 1565 lb. 10-8 3 A27EU Maximum weight 1808 lb. for Normal Category 1565 lb. for Utility Category No. of seats 2 at (+ 90.7) Maximum baggage 110 lb. at (+ 114.2) Fuel capacity 39.2 gal. total (38.6 gal. usable; two 19.6 gal., wing tanks at + 90.7) Oil capacity 8 qt. (+3.94) See NOTE 1 for unusable fuel and undrainable oil data. III - Model BO-209-150 FF, 2 PCLM (Normal and Utility Category), approved 9 July 1971 (fixed nose L.g.).

Engine Lycoming O-320-E2C or O-320-E2F Fuel 80/87 minimum grade aviation gasoline. Engine limits For all operations, 2700 r.p.m. (150 hp.) Propeller and McCauley 1C172MGM-70.5-60 or -66 propeller limits Static r.p.m. at maximum permissible throttle setting: Not over 2400, not under 2100 No additional tolerance permitted. Diameter: Maximum 70.5 in., minimum for repairs 70 in. No further reduction permitted Spinner: MBB P/N 209-61156 Airspeed limits (CAS) Normal and Utility Category Never exceed 173 knots (199 m.p.h.) Maximum structural cruising 135 knots (155 m.p.h.) Maneuvering 117 knots (135 m.p.h.) Flaps extended 88 knots (101 m.p.h.) C.G. range Normal Category (85.47) to (89.37) at 1265 lb. or less (86.92) to (89.37) at 1808 lb.

Utility Category (85.47) to (89.37) at 1265 lb. or less (86.25) to (89.37) at 1565 lb. Maximum weight 1808 lb., for Normal Category 1565 lb., for Utility Category No. of seats 2 at (+ 90.7) Maximum baggage 110 lb. at (+114.2) Fuel capacity 39.2 gal. total (38.6 gal. usable; two 19.6 gal., wing tanks at + 90.7) Oil capacity 8 qt. (+3.94) See NOTE 1 for unusable fuel and undrainable oil data. 10-9 4 A27EU DATA PERTINENT TO ALL MODELS Control Surface Movements Ailerons Up 29° + 1° Down 14° + 1° Wing flaps Down 35° + 0° - 3° Stabilator Up 18° + 1° Down 9° + 1° Rudder Left 28° + 2° Right 28° + 2° Stabilator trim, distance measured between trailing edge of trim tab and trailing edge of stabilator with stabilator in the neutral position.

tab neutral: 0.32 in. Down, + 0.08 in. nose down: 0.20 in. Up, + 0.08 in. nose up: 0.66 in. Down, + 0.08 in. total travel: 0.86 in. + 0.16 in. Datum 75.51 in. forward of wing leading edge at split line of the wing/wing stub fairing. Leveling means Two leveling points on left side of fuselage. Serial Nos. eligible Serial Numbers 121 and subsequent. The Federal Republic of Germany Government Certificate of Airworthiness for Export endorsed as noted below under "Import Requirements" must be submitted for each individual aircraft for which application for airworthiness certification is made. Certification basis FAR 21.29 and FAR 23 dated 1 February 1965 as amended by Amendments 23-1 through 23-9 inclusive. Type Certificate No. A27EU, issued 9 July 1971.

Date of Application for Type Certificate: 11 May 1970. The Luftfahrt Bundesamt originally type certificated this aircraft under its type certificate Number 680. The FAA validated this product under U.S. Type Certificate Number A27EU. Effective September 28, 2003, the European Aviation Safety Agency (EASA) began oversight of this product on behalf of Germany. The EASA type certificate for the BO-209 models is EASA.A.357. Import Requirements The FAA can issue a U.S. airworthiness certificate based on an NAA Export Certificate of Airworthiness (Export C of A) signed by a representative of the Luftfahrt Bundesamt on behalf of the European Community. The Export C of A should contain the following statement: ‘The aircraft covered by this certificate has been examined, tested, and found to comply with U.S. airworthiness regulations 14 CFR Part 23 approved under U.S.

Type Certificate No. A27EU and to be in a condition for safe operation.’ Service Information Each of the documents listed below must state that it is approved by the European Aviation Safety Agency (EASA) or – for approvals made before September 28, 2003 – by the Luftfahrt Bundesamt. • Service bulletins, • Structural repair manuals, • Vendor manuals, • Aircraft flight manuals, and • Overhaul and maintenance manuals. The FAA accepts such documents and considers them FAA-approved unless one of the following conditions exists: • The documents change the limitations, performance, or procedures of the FAA approved manuals; or •The documents make an acoustical or emissions changes to this product’s U.S. type certificate as defined in 14 CFR § 21.93.

10-10 5 A27EU Service Information, cont'd The FAA uses the post type validation procedures to approve these documents. The FAA may delegate on case-by-case to EASA to approve on behalf of the FAA for the U.S. type certificate. If this is the case it will be noted on the document. Equipment The basic required equipment as prescribed in the applicable airworthiness regulations (see Certification Basis) must be installed in the aircraft for certification. In addition, the following items of equipment are required: 1. Stall Warning System. 2. LBA-approved Model BO-209 Approved Flight Manual, Ref. No.LF 37E-7/71 dated July 1971 or later LBA-approved revision.

3. Airplanes S/N 121 through 130 must be modified in accordance with MBB Technical Note TN 9-71 to provide an alternate static system source and an aural landing gear warning system. (These systems are incorporated in production on S/Ns 131 and subsequent). NOTE 1. Current weight and balance report including list of equipment in certificated empty weight, and loading instructions when necessary, must be provided for each airplane at the time of original airworthiness certification. The certificated empty weight and corresponding center of gravity must include undrainable oil of 0 lbs. at +39.4 and unusable fuel of 3.6 lb. at +90.7.

NOTE 2. The following placard must be displayed in front and in clear view of the pilot: "This airplane must be operated as a Normal or Utility Category airplane in compliance with their operating limitations stated in the form of placards, markings, and manuals." In addition, all placards required in the LBA-approved Airplane Flight Manual must be installed in the appropriate location. NOTE 3. Information essential for proper maintenance of the airplane is contained in the Messerschmitt-Bolkow- Blohm GmbH., Model BO-209 Maintenance Manual included in MBB document Ref. LF 37E-7/71. NOTE 4. The airplane manufacturer is: Waggon- und Maschienenbau A.G.

Donauworth, Laupheim Federal Republic of Germany (A division of Messerschmitt-Bolkow-Blohm). NOTE 5. Installation of a Tost tow coupling (ring type), LBA approval No. 60.230.4 may be approved when installed in accordance with MBB Drwg. 209-85003 (for glider towing) or MBB Drwgs. 209-85003 and 209-8700 (for banner towing). NOTE 6. For issuance of an airworthiness certificate in accordance with 14 CFR Part 21.182(c), the Luftfahrt Bundesamt of Germany must certify that the airplane conforms to the type design and is in a condition for safe operation. In that regard, the Luftfahrt Bundesamt of Germany will certify that the airplane complies with all applicable mandatory continuing airworthiness information (MCAI) it has issued. For issuance of an airworthiness certificate in accordance with 14 CFR Part 21.182(d) the certific ating inspector, or other authorized person, must find, among other things, that the product is in a condition for safe operation. In order to make that finding, the certificating inspector or other authorized person should contact ACE -112, Federal Aviation Administration, Small Airplane Directorate, prior to issuance to determine whether showing airplane compliance with certain MCAI is necessary to support a finding that the airplane is in a condition for safe operation.

10-11 6 A27EU NOTE 7. Some of these transfers were not notified to the FAA and so in some instances the actual type certificates were not reissued. .....END..... 10-12 where the inspection is to be conducted. Progressive Inspections Because the scope and detail of an annual inspection is very extensive and could keep an aircraft out of service for a considerable length of time, alternative inspection programs designed to minimize down time may be utilized. A progressive inspection program allows an aircraft to be inspected progressively. The scope and detail of an annual inspection is essentially divided into segments or phases (typically four to six). Completion of all the phases completes a cycle that satisfies the requirements of an annual inspection.

The advantage of such a program is that any required segment may be completed overnight and thus enable the aircraft to fly daily without missing any revenue earning potential. Progressive inspection programs include routine items, such as engine oil changes, and detailed items, such as flight control cable inspection. Routine items are accomplished each time the aircraft comes in for a phase inspection, and detailed items focus on detailed inspection of specific areas. Detailed inspections are typically done once each cycle. A cycle must be completed within 12 months. If all required phases are not completed within 12 months, the remaining phase inspections must be conducted before the end of the 12th month from when the first phase was completed.

Each registered owner or operator of an aircraft desiring to use a progressive inspection program must submit a written request to the FAA Flight Standards District Office (FSDO) having jurisdiction over the area that the applicant is located. Section 91.409(d) of 14 CFR part 91 establishes procedures to be followed for progressive inspections. [Figure 10-3] Continuous Inspections Continuous inspection programs are similar to progressive inspection programs, except that they apply to large or turbine-powered aircraft and are therefore more complicated. Like progressive inspection programs, they require approval by the FAA Administrator. The approval may be sought based upon the type of operation and the CFR parts that the aircraft is operated under. The maintenance program for commercially operated aircraft must be detailed in the approved operations specifications (OpSpecs) of the commercial certificate holder.

Airlines utilize a continuous maintenance program that includes both routine and detailed inspections. However, the detailed inspections may include different levels of detail. Often referred to as “checks,” the A-checks, B-checks, C-checks, and D-checks involve increasing levels of detail. A-checks are the least comprehensive and occur frequently. D-checks, on the other hand, are extremely comprehensive, involving major disassembly, removal, overhaul, and inspection of systems and components. They might occur only three to six times during the service life of an aircraft. Altimeter & Transponder Inspections Aircraft that are operated in controlled airspace under instrument flight rules (IFR) must have each altimeter and static system tested in accordance with procedures described in 14 CFR part 43, Appendix E, within the preceding 24 calendar months. Aircraft having an air traffic control (ATC) transponder must also have each transponder checked within the preceding 24 months. All these checks must be conducted by appropriately certified individuals.

Air Transport Association iSpec 2200 In an effort to standardize the format in which maintenance information is presented in aircraft maintenance manuals, Air Transport Association (now Airlines for America)issued specifications for Manufacturers’ Technical Data. The original specification was called ATA Spec 100. Over the years, Spec 100 has been continuously revised and updated. Eventually, ATA Spec 2100 was developed for electronic documentation. These two specifications evolved into one document called ATA iSpec 2200, developed and managed by the ATA e-Business Program, a consensus-based industry standards organization administered by Airlines for America (A4A). As a result of this standardization, maintenance technicians can always find information regarding a particular system in the same section of an aircraft maintenance manual, regardless of manufacturer. For example, if seeking information about the electrical system on any aircraft, that information is always found in section (chapter) 24.

The ATA iSpec 2200 divides the aircraft into systems, such as air conditioning, that covers the basic air conditioning system (ATA 21). Numbering in each major system provides an arrangement for breaking the system down into several subsystems. [Figure 10-4] Late model aircraft, both over and under the 12,500-pound designation, have their parts manuals and maintenance manuals arranged according to the ATA- coded system. The following abbreviated table of ATA System, Subsystem, and Titles is included for familiarization purposes. Keep in mind that not all aircraft have all these systems installed. Small and simple aircraft have fewer systems than larger, more complex aircraft.

Special Inspections

During the service life of an aircraft, occasions may arise when something out of the ordinary care and use of an aircraft could possibly affect its airworthiness. When these situations are encountered, special inspection procedures, also called conditional inspections, are followed to determine if damage to the aircraft structure has occurred. The procedures 10-13 annual and 100-hour inspections. Appendix D to Part 43—Scope and Detail of Items (as Applicable to the Particular Aircraft) To Be Included in Annual and 100-Hour Inspections condition, defects, and insecure attachment. (11) Cowling—for cracks, and defects.

(e) Each person performing an annual or 100-hour inspection shall inspect (where applicable) the following components of the landing gear group: (1) All units—for poor condition and insecurity of attachment. (2) Shock absorbing devices—for improper oleo fluid level. (3) Linkages, trusses, and members—for undue or excessive wear fatigue, and distortion. (4) Retracting and locking mechanism—for improper operation. (5) Hydraulic lines—for leakage. (6) Electrical system—for chafing and improper operation of switches. (7) Wheels—for cracks, defects, and condition of bearings. (8) Tires—for wear and cuts.

(9) Brakes—for improper adjustment. (10) Floats and skis—for insecure attachment and obvious or apparent defects. (f) Each person performing an annual or 100-hour inspection shall inspect (where applicable) all components of the wing and center section assembly for poor general condition, fabric or skin deterioration, distortion, evidence of failure, and insecurity of attachment. (g) Each person performing an annual or 100-hour inspection shall inspect (where applicable) all components and systems that make up the complete empennage assembly for poor general condition, fabric or skin deterioration, distortion, evidence of failure, insecure attachment, improper component installation, and improper component operation.

(h) Each person performing an annual or 100-hour inspection shall inspect (where applicable) the following components of the propeller group: (1) Propeller assembly—for cracks, nicks, binds, and oil leakage. (2) Bolts—for improper torquing and lack of safetying. (3) Anti-icing devices—for improper operations and obvious defects. (4) Control mechanisms—for improper operation, insecure mounting, and restricted travel. (i) Each person performing an annual or 100-hour inspection shall inspect (where applicable) the following components of the radio group: (1) Radio and electronic equipment—for improper installation and insecure mounting.

(2) Wiring and conduits—for improper routing, insecure mounting, and obvious defects. (3) Bonding and shielding—for improper installation and poor condition. (4) Antenna including trailing antenna—for poor condition, insecure mounting, and improper operation. (j) Each person performing an annual or 100-hour inspection shall inspect (where applicable) each installed miscellaneous item that is not otherwise covered by this listing for improper installation and improper operation. (a) Each person performing an annual or 100-hour inspection shall, before that inspection, remove or open all necessary inspection plates, access doors, fairing, and cowling. He shall thoroughly clean the aircraft and aircraft engine.

(b) Each person performing an annual or 100-hour inspection shall inspect (where applicable) the following components of the fuselage and hull group: (1) Fabric and skin—for deterioration, distortion, other evidence of failure, and defective or insecure attachment of fittings. (2) Systems and components—for improper installation, apparent defects, and unsatisfactory operation. (3) Envelope, gas bags, ballast tanks, and related parts—for poor condition. (c) Each person performing an annual or 100-hour inspection shall inspect (where applicable) the following components of the cabin and cockpit group: (1) Generally—for uncleanliness and loose equipment that might foul the controls.

(2) Seats and safety belts—for poor condition and apparent defects. (3) Windows and windshields—for deterioration and breakage. (4) Instruments—for poor condition, mounting, marking, and (where practicable) improper operation. (5) Flight and engine controls—for improper installation and improper operation. (6) Batteries—for improper installation and improper charge. (7) All systems—for improper installation, poor general condition, apparent and obvious defects, and insecurity of attachment. (d) Each person performing an annual or 100-hour inspection shall inspect (where applicable) components of the engine and nacelle group as follows: (1) Engine section—for visual evidence of excessive oil, fuel, or hydraulic leaks, and sources of such leaks.

(2) Studs and nuts—for improper torquing and obvious defects. (3) Internal engine—for cylinder compression and for metal particles or foreign matter on screens and sump drain plugs. If there is weak cylinder compression, for improper internal condition and improper internal tolerances. (4) Engine mount—for cracks, looseness of mounting, and looseness of engine to mount. (5) Flexible vibration dampeners—for poor condition and deterioration. (6) Engine controls—for defects, improper travel, and improper safetying. (7) Lines, hoses, and clamps—for leaks, improper condition and looseness. (8) Exhaust stacks—for cracks, defects, and improper attachment.

(9) Accessories—for apparent defects in security of mounting. (10) All systems—for improper installation, poor general 10-14 § 91.409 Inspections. (3) Enough housing and equipment for necessary disassembly and proper inspection of the aircraft; and (4) Appropriate current technical information for the aircraft. The frequency and detail of the progressive inspection shall provide for the complete inspection of the aircraft within each 12 calendar months and be consistent with the manufacturer's recommendations, field service experience, and the kind of operation in which the aircraft is engaged. The progressive inspection schedule must ensure that the aircraft, at all times, will be airworthy and will conform to all applicable FAA aircraft specifications, type certificate data sheets, airworthiness directives, and other approved data. If the progressive inspection is discontinued, the owner or operator shall immediately notify the local FAA Flight Standards district office, in writing, of the discontinuance. After the discontinuance, the first annual inspection under §91.409(a)(1) is due within 12 calendar months after the last complete inspection of the aircraft under the progressive inspection. The 100-hour inspection under §91.409(b) is due within 100 hours after that complete inspection. A complete inspection of the aircraft, for the purpose of determining when the annual and 100-hour inspections are due, requires a detailed inspection of the aircraft and all its components in accordance with the progressive inspection. A routine inspection of the aircraft and a detailed inspection of several components is not considered to be a complete inspection.

(d) Progressive inspection. Each registered owner or operator of an aircraft desiring to use a progressive inspection program must submit a written request to the FAA Flight Standards district office having jurisdiction over the area in which the applicant is located, and shall provide— (1) A certificated mechanic holding an inspection authorization, a certificated airframe repair station, or the manufacturer of the aircraft to supervise or conduct the progressive inspection; (2) A current inspection procedures manual available and readily understandable to pilot and maintenance personnel containing, in detail— (i) An explanation of the progressive inspection, including the continuity of inspection responsibility, the making of reports, and the keeping of records and technical reference material; (ii) An inspection schedule, specifying the intervals in hours or days when routine and detailed inspections will be performed and including instructions for exceeding an inspection interval by not more than 10 hours while en route and for changing an inspection interval because of service experience; (iii) Sample routine and detailed inspection forms and instructions for their use; and (iv) Sample reports and records and instructions for their use; outlined on the following pages are general in nature and are intended to acquaint the aviation mechanic with the areas to be inspected. As such, they are not all inclusive. When performing any of these special inspections, always follow the detailed procedures in the aircraft maintenance manual.

In situations where the manual does not adequately address the situation, seek advice from other maintenance technicians who are highly experienced with them. The following paragraphs describe some typical types of special inspections. Hard or Overweight Landing Inspection The structural stress induced by a landing depends not only upon the gross weight at the time, but also upon the severity of impact. The hard landing inspection is for hard landings at or below the maximum design landing limits. An overweight landing inspection must be performed when an airplane lands at a weight above the maximum design landing weight. However, because of the difficulty in estimating vertical velocity at the time of contact, it is hard to judge whether or not a landing has been sufficiently severe to cause structural damage. For this reason, a special inspection is performed after a landing is made at a weight known to exceed the design landing weight or after a rough landing, even though the latter may have occurred when the aircraft did not exceed the design landing weight.

Wrinkled wing skin is the most easily detected sign of an excessive load having been imposed during a landing. Another indication easily detected is fuel leakage along riveted seams. Other possible locations of damage are spar webs, bulkheads, nacelle skin and attachments, firewall skin, and wing and fuselage stringers. If none of these areas show adverse effects, it is reasonable to assume that no serious damage has occurred. If damage is detected, a more extensive inspection and alignment check may be necessary. Severe Turbulence Inspection/Over “G” When an aircraft encounters a gust condition, the airload on the wings exceeds the normal wingload supporting the aircraft weight. The gust tends to accelerate the aircraft while its inertia acts to resist this change. If the combination of gust velocity and airspeed is too severe, the induced stress can cause structural damage.

A special inspection is performed after a flight through severe turbulence. Emphasis is placed upon inspecting the upper and lower wing surfaces for excessive buckles or wrinkles with permanent set. Where wrinkles have occurred, remove a few rivets and examine the rivet shanks to determine if the rivets 10-15 ATA iSpec 2200 Systems Sample Systems Subsystems Title 21 AIR CONDITIONING 21 -00 General 21 -10 Compression 21 -20 Distribution 21 -30 Pressurization Control 21 -40 Heating 21 -50 Cooling 21 -60 Temperature Control 21 -70 Moisture/Air Contaminate Control 22 AUTO FLIGHT 23 COMMUNICATIONS 24 ELECTRICAL POWER 25 EQUIPMENT/FURNISHINGS 26 FIRE PROTECTION 27 FLIGHT CONTROLS 28 FUEL 29 HYDRAULIC POWER 30 ICE AND RAIN PROTECTION 31 INDICATING/RECORDING SYSTEMS 32 LANDING GEAR 33 LIGHTS 34 NAVIGATION 35 OXYGEN 36 PNEUMATIC 37 VACUUM 38 WATER/WASTE Systems Subsystems Title 42 INTEGRATED MODULAR AVIONICS 51 STANDARD PRACTICES AND STRUCTURES - GENERAL 52 DOORS 53 FUSELAGE 54 NACELLES/PYLONS 55 STABILIZERS 56 WINDOWS 57 WINGS 60 STANDARD PR ACTICES - PROPELLER/ROTOR 61 PROPELLERS/PROPULSION 62 ROTOR(S) 71 POWER PLANT 72 ENGINE TURBINE/TURBOPROP DUCTED FAN/UNDUCTED FAN 72 -20 AIR INLET SECTION 73 ENGINE FUEL AND CONTROL 74 IGNITION 75 AIR 76 ENGINE CONTROLS 77 ENGINE INDICATING 78 EXHAUST 79 OIL 80 STARTING 81 TURBINES 82 WATER INJECTION 83 ACCESSORY GEAR-BOXES This figure shows a representative number of systems/subsystems for demonstration purposes only. It is not all-encompassing and should be viewed as a learning aid to understand the numbering method of the ATA iSpec 2200 System. Consult the specific aircraft maintenance manuals or Airlines for America (A4A) for a complete description of the systems and subsystems.

have sheared or were highly loaded in shear. Through the inspection doors and other accessible openings, inspect all spar webs from the fuselage to the tip. Check for buckling, wrinkles, and sheared attachments. Inspect for buckling in the area around the nacelles and in the nacelle skin, particularly at the wing leading edge. Check for fuel leaks. Any sizeable fuel leak is an indication that an area may have received overloads that have broken the sealant and opened the seams. If the landing gear was lowered during a period of severe turbulence, inspect the surrounding surfaces carefully for loose rivets, cracks, or buckling. The interior of the wheel well may give further indications of excessive gust conditions. Inspect the top and bottom fuselage skin. An excessive bending moment may have left wrinkles of a diagonal nature in these areas.

Inspect the surface of the empennage for wrinkles, buckling, or sheared attachments. Also, inspect the area of attachment of the empennage to the fuselage. These inspections cover 10-16 the critical areas. If excessive damage is noted in any of the areas mentioned, the inspection must be continued until all damage is detected. Lightning Strike Although lightning strikes to aircraft are extremely rare, if a strike has occurred, the aircraft is carefully inspected to determine the extent of any damage that might have occurred. When lightning strikes an aircraft, the electrical current must be conducted through the structure and be allowed to discharge or dissipate at controlled locations.

These controlled locations are primarily the aircraft’s static discharge wicks, or on more sophisticated aircraft, null field dischargers. When surges of high-voltage electricity pass through good electrical conductors, such as aluminum or steel, damage is likely to be minimal or nonexistent. When surges of high-voltage electricity pass through non-metallic structures, such as a fiberglass radome, engine cowl or fairing, glass or plastic window, or a composite structure that does not have built-in electrical bonding, burning and more serious damage to the structure could occur. Visual inspection of the structure is required. Look for evidence of degradation, burning, or erosion of the composite resin at all affected structures, electrical bonding straps, static discharge wicks, and null field dischargers.

Bird Strike When the aircraft is hit by birds during flight, the external areas of the airplane are inspected in the general area of the bird strike. If the initial inspection shows structural damage, then the internal structure of the airplane must be inspected as well. Also, inspect the hydraulic, pneumatic, and any other systems in the area of the bird strike. Fire Damage Inspection of aircraft structures that have been subjected to fire or intense heat can be relatively simple if visible damage is present. Visible damage requires repair or replacement. If there is no visible damage, the structural integrity of an aircraft may still have been compromised. Since most structural metallic components of an aircraft have undergone some sort of heat- treatment process during manufacture, an exposure to high heat not encountered during normal operations could severely degrade the design strength of the structure. The strength and airworthiness of an aluminum structure that passes a visual inspection, but is still suspect, can be further determined by use of a conductivity tester. This is a device that uses eddy current and is discussed later in this chapter. Since strength of metals is related to hardness, possible damage to steel structures might be determined by use of a hardness tester, such as a Rockwell C hardness tester. [Figure 10-5] Flood Damage Like aircraft damaged by fire, aircraft damaged by water can range from minor to severe. This depends on the level of the flood water, whether it was fresh or salt water, and the elapsed time between the flood occurrence and when repairs were initiated. Any parts that were totally submerged are completely disassembled, thoroughly cleaned, dried, and treated with a corrosion inhibitor. Many parts might have to be replaced, particularly interior carpeting, seats, side panels, and instruments. Since water serves as an electrolyte that promotes corrosion, all traces of water and salt must be removed before the aircraft can again be considered airworthy.

Seaplanes Because they operate in an environment that accelerates corrosion, seaplanes must be carefully inspected for corrosion and conditions that promote corrosion. Inspect bilge areas for waste hydraulic fluids, water, dirt, drill chips, and other debris. Additionally, since seaplanes often encounter excessive stress from the pounding of rough water at high speeds, inspect for loose rivets and other fasteners; stretched, bent or cracked skins; damage to the float attach fitting; and general wear and tear on the entire structure. Aerial Application Aircraft Two primary factors that make inspecting these aircraft different from other aircraft are the corrosive nature of some of the chemicals used and the typical flight profile.

Damaging effects of corrosion may be detected in a much shorter period of time than normal use aircraft. Chemicals may soften the fabric or loosen the fabric tapes of fabric- covered aircraft. Metal aircraft may need to have the paint stripped, cleaned, and repainted and corrosion treated annually. Leading edges of wings and other areas may require protective coatings or tapes. Hardware may require more frequent replacement. During peak use, these aircraft may fly up to 50 cycles (takeoffs and landings) or more in a day, most likely from an unimproved or grass runway. This can greatly accelerate the failure of normal fatigue items. Landing gear and related items require frequent inspections. Because these aircraft operate almost continuously at very low altitudes, air filters tend to become obstructed more rapidly.

Special Flight Permits For an aircraft that does not currently meet airworthiness requirements because of an overdue inspection, damage, expired replacement times for time-limited parts, or other reasons, but is capable of safe flight, a special flight permit may be issued. Special flight permits, often referred to as ferry permits, are issued for the following purposes: