- Aviation Standard Practices Manual 2016
- Ac 43 13 1b Pdf
- Faa Standard Practices Manual
- Ac 43 13 1b Faa
- Aviation Standard Practices Manual Pdf
- Aviation Standard Practices Manual
Standar
Interagency Aviation Life Support Equipment 2019: DOI/USFS Aviation Helmet Standard 1994: Aviation Fuel Handling Handbook (FOR REFERENCE ONLY) 2018: NWCG Standards for Aviation Transport of Hazardous Materials DOT-SP-9198 (Seventeenth Revision) (Special Permit Authorization DOT-SP 9198 - Expiration Date: June 30, 2022) Emergency Response. Safety Best Practices Manual NBAA Safety Best Practices CHAPTER 4. Standard Operating Procedures – Rotary Wing. HELICOPTER FLIGHT OPERATIONS (GENERAL) All aircraft operations will be conducted in accordance with all applicable FARs, local and national laws, manufacturers’ aircraft manuals and limitations, and this Manual.
AC 43.13-1B update provides valuable tips for maintenance of electronics
By Jim Sparks
April 2000
April 2000
Over the years, various methods and techniques have been utilized to successfully maintain the worlds fleet of aircraft. Each manufacturer has the responsibility to evaluate any special requirements of their products and then make those of us involved in the upkeep process aware of unique details. These may include inspections, removals, repairs, and even functional tests. The Air Transport Association (ATA) has developed a method for organizing technical documentation in standardized chapters. As the aviation industry's dependency on electronics has exploded in the past 20 years, today's technician needs to have adequate information available to ensure airworthiness.
ATA Chapter 20 is the designated area for manufacturers to publish information pertinent to Standard Practice. This may include, but is not limited to, aircraft cleaning, torque values, plumbing installation and bonding tests. Some manufacturers even have gone as far as to create dedicated manuals of standardized maintenance practices. It is impractical to believe that each manufacturer can document each and every situation.
The Federal Aviation Administration has solicited the creation of Advisory Circular 43.13-1B. This document was issued in September 1998 and supersedes AC 43.13-1A. Contained within are methods, techniques, and practices considered acceptable to the Administrator for repairs and inspection of non-pressurized civil aircraft where no specific manufacturer instructions will apply. To those active in aircraft maintenance who have not as yet reviewed this Advisory Circular, they will find it contains data for inspecting and maintaining newer technology systems.
Following are some useful pointers for properly maintaining electronics systems in aircraft:
Proper bonding and grounding
One of the important factors in the installation and operation of aircraft electrical systems is proper bonding and grounding. A poor ground can lead to improper system operation as well as cause damage due to Electro Static Discharge (ESD). Low impedance paths to aircraft structure are normally required for electronic equipment to provide radio frequency return circuits and for most equipment to reduce the possibility of Electro Magnetic Induction (EMI).
One of the important factors in the installation and operation of aircraft electrical systems is proper bonding and grounding. A poor ground can lead to improper system operation as well as cause damage due to Electro Static Discharge (ESD). Low impedance paths to aircraft structure are normally required for electronic equipment to provide radio frequency return circuits and for most equipment to reduce the possibility of Electro Magnetic Induction (EMI).
All external aircraft surfaces that are capable of conducting electricity should be electrically connected to other surfaces through mechanical joints. Exceptions such as some antenna elements require electrical isolation from the rest of the airframe. Coupling the return paths from multiple sources should never occur as electrical noise maybe transmitted from one source to the other and can be a significant problem in digital systems.
Bonding inspections should include checking for the presence of electrical arcing. In all cases, arcing should be suppressed either by enhancing bonding or increasing resistance. Any metal conduit should be bonded to the aircraft structure at each terminating point and break. All connections should be free of corrosion and tightly secured as well as installed in such a way as not to interfere with operation of other movable components. Standard threaded screws are typically used in bonding applications, and for the most part, self-tapping screws should be avoided unless specifically called out by the aircraft manufacturer.
Proper wire termination is an area that requires several considerations. First of all, the tensile strength of the wire to terminal joint should be at least equivalent to the strength of the wire.
Proper selection should be based on current rating, wire size and insulation thickness, conductor material, size of the attaching device (stud size or hardware diameter), compatibility with the insulating material, operating environment, and method of attachment. Mac os x 10.8 download free.
Terminal Strip Installation on a Hawker 800. Aviation Standard Practices Manual 2016
Terminal strips
Terminal strips are a common means of coupling various segments of a circuit and may include barriers between adjacent studs. In all cases, the electrical current should be carried by the mated terminal surfaces — not the terminal stud, and no more than four terminals should be installed on any one stud. In the event more than four terminals need to be coupled, multiple studs should be utilized and connected by a small bus bar or a properly manufactured jumper wire. Terminal strips should be mounted so that loose objects cannot fall across and short the contacts. Another good practice is to leave several extra unused studs. This may serve for future circuit expansion or can even be useful in the event of a stud failure.
Terminal strips are a common means of coupling various segments of a circuit and may include barriers between adjacent studs. In all cases, the electrical current should be carried by the mated terminal surfaces — not the terminal stud, and no more than four terminals should be installed on any one stud. In the event more than four terminals need to be coupled, multiple studs should be utilized and connected by a small bus bar or a properly manufactured jumper wire. Terminal strips should be mounted so that loose objects cannot fall across and short the contacts. Another good practice is to leave several extra unused studs. This may serve for future circuit expansion or can even be useful in the event of a stud failure.
Terminal strips should be inspected for proper security for attaching hardware and the presence of corrosion. Like most other means of mechanical attachment, proper tightening torque is critical. Stacking of wires on a terminal stud should always find the wire with the greatest diameter on the bottom and the smallest diameter on the top. Generally, when locknuts are used for attachment of wire to terminal strips they are an all-metal construction. Sometimes a spring washer of an appropriate thickness is installed between the nut and a plain washer, which prevents damage to the terminal face. Grounding blocks often include a washer made of a sacrificial material, such as zinc, to take the effects of galvanic reactions. In such cases, this device will periodically require inspection and possibly replacement.
Wire bundle clamping and electrical panel for a Hawker 800.Splicing
Splicing of electrical wire is permitted as long as it does not affect the reliability or strength of the wire and should be kept to a minimum. This method of joining wires should be avoided in areas subject to severe vibrations or in locations where periodic inspection is difficult. It should be considered that a splice is a mechanical connection and is therefore subject to various mechanical failures. It is for this reason that there should be no more than one splice in any wire between any two points of connection. These devices should also not be installed within 12 inches of a wire termination except in specific situations.
Splicing of electrical wire is permitted as long as it does not affect the reliability or strength of the wire and should be kept to a minimum. This method of joining wires should be avoided in areas subject to severe vibrations or in locations where periodic inspection is difficult. It should be considered that a splice is a mechanical connection and is therefore subject to various mechanical failures. It is for this reason that there should be no more than one splice in any wire between any two points of connection. These devices should also not be installed within 12 inches of a wire termination except in specific situations.
When numerous splices are contained in a wire bundle, their locations should be staggered as to not significantly increase the overall cross section of the bundle.
Many types of splice connectors are available and include the often preferred self-insulated type. When non-insulated connectors are used, they should be covered with a protective sleeve of an appropriate material, then secured at both ends. Environmentally sealed splices provide a reliable means of joining wires in hostile locations.
Clamping wire bundles
Proper clamping of wire bundles should not allow the bundle to move through the clamp but not be tight enough to crush the wire insulation. This will also apply to the installation of plastic tie wraps. Wire bundle mechanical loads will affect the spacing with 24 inches being the usual maximum distance between supports. Proper clamps are selected by static as well as dynamic loads on the bundle along with environment and compatibility of insulating materials. Wire routing should be accomplished so that fluids will drain away from the connectors and external areas such as wheel wells often require additional protection such as conduit or other protective jacket. These will generally include moisture drainage holes that will require periodic inspection. Anytime bundles are routed in areas where lines carrying oxygen, oil, fuel, hydraulic fluid, or alcohol, a minimum of 6 inches should be maintained between the bundle and the plumbing.
Wire routingBend radiusProper clamping of wire bundles should not allow the bundle to move through the clamp but not be tight enough to crush the wire insulation. This will also apply to the installation of plastic tie wraps. Wire bundle mechanical loads will affect the spacing with 24 inches being the usual maximum distance between supports. Proper clamps are selected by static as well as dynamic loads on the bundle along with environment and compatibility of insulating materials. Wire routing should be accomplished so that fluids will drain away from the connectors and external areas such as wheel wells often require additional protection such as conduit or other protective jacket. These will generally include moisture drainage holes that will require periodic inspection. Anytime bundles are routed in areas where lines carrying oxygen, oil, fuel, hydraulic fluid, or alcohol, a minimum of 6 inches should be maintained between the bundle and the plumbing.
Coaxial cables
All wiring needs to be protected from damage; however, coaxial cables are particularly vulnerable. For example, over-tightening of a tie wrap can cause a change in cable impedance. This can have an adverse effect on system operation. Most coax damage occurs as a result of improper maintenance.
All wiring needs to be protected from damage; however, coaxial cables are particularly vulnerable. For example, over-tightening of a tie wrap can cause a change in cable impedance. This can have an adverse effect on system operation. Most coax damage occurs as a result of improper maintenance.
Electrical connectors
The complexity of wiring systems has resulted in an increase in the use of electrical connectors and proper application is essential. Both electrical and environmental requirements are considered for any installation. Connectors are designed for installation in fluids, high vibration areas, and thermal extremes or may be needed to prevent penetration of fire or the loss of pressurization; in other types, Electro Magnetic Interference (EMI) or Radio Frequency (RF) penetration is the primary consideration. Connectors must be rated for continuous operation under the combination of maximum ambient temperature and circuit load. In the event exposure to moisture is not avoidable, a means of draining or sealing is required. The integrity of potting compound is one of the important considerations when inspecting a connector.
The complexity of wiring systems has resulted in an increase in the use of electrical connectors and proper application is essential. Both electrical and environmental requirements are considered for any installation. Connectors are designed for installation in fluids, high vibration areas, and thermal extremes or may be needed to prevent penetration of fire or the loss of pressurization; in other types, Electro Magnetic Interference (EMI) or Radio Frequency (RF) penetration is the primary consideration. Connectors must be rated for continuous operation under the combination of maximum ambient temperature and circuit load. In the event exposure to moisture is not avoidable, a means of draining or sealing is required. The integrity of potting compound is one of the important considerations when inspecting a connector.
Receptacles installed in pressurized areas of an aircraft are divided in two areas: sealed and unsealed. A sealed connector installed will have all unused contact holes filled with sealing plugs, which is typical in firewall connectors. In areas where air leaks are not a factor, it is not as important to have all holes in a connector plugged.
Shielded wire bundles under TFE 731 engine.Wire tying and terminal stripsOnce a connector has been removed, a cap should be placed on both the plug and receptacle to prevent foreign material from entering. It may also be advantageous to clean the contacts prior to reconnection. Connectors of the same type and having like numbers of pins are often color-coded or otherwise identified to prevent improper attachment to an inappropriate component. Once the connection has been made, it is important to ensure that locking has occurred. In the case of certain Deutsch™ connectors (common brand), an orange collar will appear when properly tightened. Frequently, electrical plugs will have to be tightened to a specific torque value and then safetied. Periodically, it may be necessary to install or remove contacts from a connector. This should only be attempted if proper tooling is available. For example, when using a size 20 contact in a Deutsch™ connector, only a RED and WHITE insertion/extraction tool should be utilized. The purpose of the tool is to disengage the locking device within the connector to allow a contact to either be removed or installed.
Wire insulation
The insulation on wires is another factor that can lead to adverse conditions. In some cases, routing of wires with dissimilar types of insulation in a bundle can have adverse effects particularly if one type of insulation is softer than the other and relative motion is present. The subsequent abrasion could lead to an electrical short. Insulating materials are chosen for abrasion resistance, corrosion resistance, strength, dielectric abilities, flame resistance, heat distortion, impact and mechanical strength, resistance to fluids, and smoke emission.
The insulation on wires is another factor that can lead to adverse conditions. In some cases, routing of wires with dissimilar types of insulation in a bundle can have adverse effects particularly if one type of insulation is softer than the other and relative motion is present. The subsequent abrasion could lead to an electrical short. Insulating materials are chosen for abrasion resistance, corrosion resistance, strength, dielectric abilities, flame resistance, heat distortion, impact and mechanical strength, resistance to fluids, and smoke emission.
Kapton wires and cables are widely used throughout the aerospace industry and newer technology enable them to be smaller, lighter and have improved temperature resistance over earlier generations. Certain types of this wire will include a Polyimide-based insulation surrounded by several layers of Polyimide varnish. If the thin outer film wears away, this varnish may be mistaken for the inner copper conductor. Kapton insulation is sensitive to cuts and scratches — the slightest damage may result in the loss of insulation. Therefore, piercing type test probes should not be used. Care should be taken to make sure these cables do not chafe against any part of the aircraft structure. Cable bending is another concern and normally the radius is 10 times the diameter of the strand.
Any and all repairs on Kapton wiring should be carried out in accordance with wiring repair procedures of the aircraft in question. Stripping is a common operation and can be successfully carried out if done correctly using the appropriate tools. Pliers designed for stripping external insulating materials are not appropriate for Kapton. There is a danger of tearing this Polyimide insulation, cutting the strands or scraping the alloy and damaging the varnish. A Kapton sheath should only be stripped using a tool that cuts to a specific depth.
Thorough inspection of wires and electrical connections are a requirement to allow satisfactory operation of the high technology equipment used in today's aircraft. As a rule, the specific manufacturers guides should be used for evaluation, but don't forget about our old friend from A&P school, AC 43.13-1B. The new data included in this addition gives a baseline for areas not clearly addressed by manufacturers.
Regulations, what would we do without them?
In the world of aviation maintenance, we are ruled, regulated, advised, and required to accomplish daily job functions in conjunction with something relevant and acceptable to or approved by a governing airworthiness authority. In fact, aviation rules are only part of the daily work-related regulatory and compliance requirements. A recent perusal of the Code of Federal Regulations (CFR) left no doubt in my mind that if I started at the beginning I could easily make a second career of doing nothing but reading regulations from 8:00 to 5:00 Monday through Friday for the next 30 years. Fortunately, this is not my current aspiration.
Aviation in the United States, is governed by the Federal Aviation Administration (FAA) but we also have to be in tune with some other agencies including, the Federal Communications Commission (FCC), Occupational Health and Safety Administration (OSHA), Environmental Protection Agency (EPA), Transportation Security Administration (TSA), Department of Transportation (DOT), and of course the Internal Revenue Service (IRS).
In most cases the rules tell us what we must do but are not always clear on the details. One paramount example is the following excerpt from Federal Air Regulations 43.13 regarding test equipment:
(a) Each person performing maintenance, alteration, or preventive maintenance on an aircraft, engine, propeller, or appliance shall use the methods, techniques, and practices prescribed in the current manufacturer’s maintenance manual or Instructions for Continued Airworthiness prepared by its manufacturer, or other methods, techniques, and practices acceptable to the Administrator, except as noted in §43.16. He shall use the tools, equipment, and test apparatus necessary to assure completion of the work in accordance with accepted industry practices. If special equipment or test apparatus is recommended by the manufacturer involved, he must use that equipment or apparatus or its equivalent acceptable to the Administrator.
(a) Each person performing maintenance, alteration, or preventive maintenance on an aircraft, engine, propeller, or appliance shall use the methods, techniques, and practices prescribed in the current manufacturer’s maintenance manual or Instructions for Continued Airworthiness prepared by its manufacturer, or other methods, techniques, and practices acceptable to the Administrator, except as noted in §43.16. He shall use the tools, equipment, and test apparatus necessary to assure completion of the work in accordance with accepted industry practices. If special equipment or test apparatus is recommended by the manufacturer involved, he must use that equipment or apparatus or its equivalent acceptable to the Administrator.
One source of clarification of the sometimes opaque rules is the Flight Standards Information Management System (FSIMS) http://fsims.faa.gov/.
Document 8900.1 is divided into volumes containing many valuable statements. Volume 3 Chapter 15 provides a reference for the disposition of avionics test equipment:
Document 8900.1 is divided into volumes containing many valuable statements. Volume 3 Chapter 15 provides a reference for the disposition of avionics test equipment:
5) Inspect all evaluation and test equipment, including precision tools and measuring devices, to ensure the following:
a) That all equipment has been tested at regular intervals and is within its required currency period
b) That test equipment calibration standards are derived from and traceable to one of the following:
- The National Institute of Standards and Technology
- Standards established by the test equipment manufacturer
- If foreign manufactured test equipment, the standards of the country where it was manufactured, if approved by the Administrator
So what exactly is a standard?
According to the American Heritage Dictionary it is one of those words with several meanings and definitions including:
According to the American Heritage Dictionary it is one of those words with several meanings and definitions including:
- A flag, banner, or sign
- An acknowledged measure of comparison for quantitative or qualitative value; a criterion
- An object that under specified conditions defines, represents, or records the magnitude of a unit
- The set proportion by weight of gold or silver to alloy metal prescribed for use in coinage
- The commodity or commodities used to back a monetary system
- Something, such as a practice or a product that is widely recognized or employed, especially because of its excellence
- A degree or level of requirement, excellence, or attainment
- A requirement of moral conduct. Often used in the plural
Other meanings in the descriptive sense include:
Ac 43 13 1b Pdf
- Serving as or conforming to a standard of measurement or value
- Widely recognized or employed as a model of authority or excellence
- Acceptable but of less than top quality: a standard grade of beef
- Commonly used or supplied: standard car equipment
- Synonyms: benchmark, criterion, gauge, measure
In aviation maintenance:
So just how are standards employed in the world of aviation maintenance? In reality, standards deployments are as numerous as the multiple definitions would suggest.
So just how are standards employed in the world of aviation maintenance? In reality, standards deployments are as numerous as the multiple definitions would suggest.
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There are several notable standards producing agencies including:
Faa Standard Practices Manual
Air Transport Association (ATA)
Founded in 1936, ATA is one of the U.S. airline trade associations. It has played a role in many government decisions regarding aviation, including the creation of the Civil Aeronautics Board and the Federal Aviation Administration, the creation of the air traffic control system, airline deregulation, and recently with the aftermath of the 9/11 attack on America. In addition it is noted for the creation of standards which are widely recognized for categorizing and defining various aspects of aviation maintenance. ATA Spec 100 contains format and content guidelines for technical manuals written by aviation manufacturers and suppliers and is used by airlines and other segments of the industry in the maintenance of their respective products. This document provides the industrywide standard for aircraft systems numbering, often referred to as ATA system or chapter numbers.
Founded in 1936, ATA is one of the U.S. airline trade associations. It has played a role in many government decisions regarding aviation, including the creation of the Civil Aeronautics Board and the Federal Aviation Administration, the creation of the air traffic control system, airline deregulation, and recently with the aftermath of the 9/11 attack on America. In addition it is noted for the creation of standards which are widely recognized for categorizing and defining various aspects of aviation maintenance. ATA Spec 100 contains format and content guidelines for technical manuals written by aviation manufacturers and suppliers and is used by airlines and other segments of the industry in the maintenance of their respective products. This document provides the industrywide standard for aircraft systems numbering, often referred to as ATA system or chapter numbers.
ATA is recognized by Congress, state governments, the Department of Transportation, the Federal Aviation Administration, the Department of Homeland Security, the Transportation Security Administration, the press, and the public for its representation of the industry. By working with members in the technical, legal, and political arenas, ATA continues to assist airline industry efforts to fashion policy and support measures that enhance aviation safety, security, and the vitality of our aviation system. Its employment ranks are manned by representatives from a wide range of industry disciplines, and it provides services to its constituents, including committees designed to deal with issues related to fuel, airports, engineering and maintenance, the environment, training, security, ground safety, medical issues, and international affairs.
Ac 43 13 1b Faa
American National Standards Institute (ANSI)
The American National Standards Institute (ANSI) has served in its capacity as administrator and coordinator of the U.S. private sector voluntary standardization system for more than 90 years. Founded in 1918 by five engineering societies and three government agencies, the Institute remains a private, nonprofit membership organization supported by a diverse constituency of private and public sector organizations. This is another organization defining the calibration criteria of many of the tools used in our profession.
The American National Standards Institute (ANSI) has served in its capacity as administrator and coordinator of the U.S. private sector voluntary standardization system for more than 90 years. Founded in 1918 by five engineering societies and three government agencies, the Institute remains a private, nonprofit membership organization supported by a diverse constituency of private and public sector organizations. This is another organization defining the calibration criteria of many of the tools used in our profession.
A generally accepted guideline to determine if a piece of equipment requires calibration is: if a specific maintenance practice calls out to check or set a specific value (torque, pressure, voltage, etc.), the equipment used should be calibrated. When the aircraft or device was produced, it should have been tested and found to comply to a certain specification using precision equipment. When testing the in-service device to determine suitability for continued airworthiness only equipment calibrated to the same standard as those employed initially can be used to determine degradation.
Tools used only for troubleshooting may not require recertification but should be placarded accordingly. Any question regarding what should be calibrated and how, should be directed to the local airworthiness representative.
Airlines Electronic Engineering Committee (AEEC)
Many technicians in the aviation industry know of ARINC standards but may not know how they are developed and their significance. We can learn more about these areas, however, by understanding the Airlines Electronic Engineering Committee (AEEC), which develops ARINC standards. AEEC has been developing standards since its inception in 1949, 20 years after ARINC was established.
Many technicians in the aviation industry know of ARINC standards but may not know how they are developed and their significance. We can learn more about these areas, however, by understanding the Airlines Electronic Engineering Committee (AEEC), which develops ARINC standards. AEEC has been developing standards since its inception in 1949, 20 years after ARINC was established.
The organization is comprised of an international body of major airline operators and other airspace users who lead the development of technical standards for avionics architecture and specifications for form, fit, function, and interfaces. Avionics installed in more than 10,000 aircraft around the world are based on these ARINC standards. More than 5,000 engineers and scientists representing nearly 500 organizations participate in the AEEC standard setting process. It is standards like ARINC 429 that enable a Full Authority Digital Engine Control (FADEC) on a Pratt & Whitney engine to communicate with a Honeywell Electronic Flight Instrument System (EFIS).
In this case the standard defines a digital bus protocol including bus construction and digital word format. The advantage to our industry is obvious.
Georgia State University’s Aviation Policy Research, Aviation and Transport Studies conducted a study called “The Economic Impact of Avionics Standardization on the Airline Industry.” It estimates that the airlines save around $300 million annually from the use of ARINC standards.
International Standards Organization (ISO)
Many aviation related companies have adapted an International Standards Organization (ISO) 9000 policy to standardize their marketing, production, and support initiatives with what is known as a quality loop.
Many aviation related companies have adapted an International Standards Organization (ISO) 9000 policy to standardize their marketing, production, and support initiatives with what is known as a quality loop.
The ISO certification is an indicator that the company employs certain business standards. It also employs written procedures to be used as guidelines for all activities.
Standardization can be a great tool when the mission calls for repetitive productivity, but can become a deterrent in situations requiring creativity.
Creating a standard in and of itself is a defined process. Most of the agencies involved in standards production have their own detailed and defined methods. In general, the steps include:
- Concurrence from the constituency that a new standard is needed
- Identify the specific need and form a development committee
- Solicit member contributions regarding content
- Organizational sponsorship
- Submit draft of the content to the committee
- Revision process
- Submit the complete standard for committee vote
a. If approved: Present to membership
b. If rejected: Return to Step 6
b. If rejected: Return to Step 6
Most standards in use today will include words like “should” instead of “shall” to notate compliance is an industry recognized criteria and is not necessarily mandatory.
Aviation Standard Practices Manual Pdf
NCATT
A recent entry into standards producing groups is The National Center for Aircraft Technician Training (NCATT) http://www.ncatt.org, headquartered in Ft. Worth, TX. This organization has been established through a grant from the National Science Foundation and has allied with several aviation professional organizations.
A recent entry into standards producing groups is The National Center for Aircraft Technician Training (NCATT) http://www.ncatt.org, headquartered in Ft. Worth, TX. This organization has been established through a grant from the National Science Foundation and has allied with several aviation professional organizations.
NCATT has already established several long-needed industry programs including the aircraft electronics technician (AET) and Foreign Object Elimination/Elements (FOE) certification.
NCATT and partners are establishing industry standards for educating and certifying aircraft and aerospace technicians enabling them to be more in tune with technology of today.
Standards as applied to aviation do take on an important role but should not be confused with airworthiness regulations. In some cases the criteria defined by industry will find its way into the bureaucratic ways and means of government. Many airframe manufacturers publish “Standard Practices” in their maintenance documentation with the intent of providing technicians general guidance. In other words, rather than giving a detailed procedure to replace a hydraulic accumulator, they tell you how to torque the fittings and secure the attaching device but the methods and techniques can be applied to a wide range of operations. If this Standard Practices document is listed in the aircraft Type Certificate Data (TCD) sheet as either acceptable or approved it may be routinely used as reference for return to service.
Aviation Standard Practices Manual
Appropriate direction for applying “Standards” to aircraft return to service is best obtained from your local Airworthiness Agency.
Standards in the aviation maintenance field should always be synonymous with achieving excellence or becoming a benchmark. Unfortunately standardization has been applied in several areas to achieve a degree of acceptability. It can imply bringing up a lesser quality product to an industry tolerable level but also may suggest dropping high quality programs to reach the same level of mediocrity.
After all, who wants a “standard grade of beef when you can have Prime?
After all, who wants a “standard grade of beef when you can have Prime?
Jim Sparks has been in aviation for 30 years and is a licensed A&P. His career began in general aviation as a mechanic, electrician, and avionics technician. In addition to extensive hands on, Jim created and delivered educational programs for several training organizations and served as a technical representative for a manufacturer of business jets. Currently when not writing for AMT, he is the manager of aviation maintenance for a private company with a fleet including light single engine aircraft, helicopters, and several types of business jets.