Aircraft Inspection (Part Four)

in Aerodynamics, Aircraft Assembly, and Rigging

Annual and 100-Hour Inspections
Preparation

An owner/operator bringing an aircraft into a maintenance facility for an annual or 100-hour inspection may not know what is involved in the process. This is the point at which the person who performs the inspection sits down with the customer to review the records and discuss any maintenance issues, repairs needed, or additional work the customer may want done. Moreover, the time spent on these items before starting the inspection usually saves time and money before the work is completed.


The work order describes the work that will be performed and the fee that the owner pays for the service. It is a contract that includes the parts, materials, and labor to complete the inspection. It may also include additional maintenance and repairs requested by the owner or found during the inspection. Additional materials such as ADs, manufacturer’s service bulletins and letters, and vendor service information must be researched to include the avionics and emergency equipment on the aircraft. The TCDS provides all the components eligible for installation on the aircraft.

The review of the aircraft records is one of the most important parts of any inspection. Those records provide the history

of the aircraft. The records to be kept and how they are to be maintained are listed in 14 CFR part 91, section 91.417. Among those records that must be tracked are records of maintenance, preventive maintenance, and alteration, records of the last 100-hour, annual, or other required or approved inspections for the airframe, engine propeller, rotor, and appliances of an aircraft. The records must include:

• A description (or reference to data acceptable to the FAA) of the work performed. • The date of completion of the work performed and the signature and certificate number of the person approving the aircraft for return to service. • The total time in service and the current status of life-limited parts of the airframe, each engine, each propeller, and each rotor. • The time since last overhaul of all items installed on the aircraft which are required to be overhauled on a specified time basis. • The current inspection status of the aircraft, including the time since last inspection required by the program under which the aircraft and its appliances are maintained. • The current status of applicable ADs including for each, the method of compliance, the AD number, and revision date. If the AD involves recurring action, the time and date when the next action is required. • Copies of the forms prescribed by 14 CFR part 43, section 43.9, for each major alteration to the airframe and currently installed components.

The owner/operator is required to retain the records of inspection until the work is repeated, or for 1 year after the work is performed. Most of the other records that include total times and current status of life-limited parts, overhaul times, and AD status must be retained and transferred with the aircraft when it is sold.

14 CFR part 43, part 43.15, requires that each person performing a 100-hour or annual inspection shall use a checklist while performing the inspection. The checklist may be one developed by the person, one provided by the manufacturer of the equipment being inspected, or one obtained from another source. The checklist must include the scope and detail of the items contained in part 43, Appendix D.

The inspection checklist provided by the manufacturer is the preferred one to use. The manufacturer separates the areas to inspect such as engine, cabin, wing, empennage and landing gear. They typically list Service Bulletins and Service Letters for specific areas of the aircraft and the appliances that are installed.

Initial run-up provides an assessment to the condition of the engine prior to performing the inspection. The run-up should include full power and idle rpm, magneto operation, including positive switch grounding, fuel mixture check, oil and fuel pressure, and cylinder head and oil temperatures. After the engine run, check it for fuel, oil, and hydraulic leaks.

Following the checklist, the entire aircraft shall be opened by removing all necessary inspection plates, access doors, fairings, and cowling. The entire aircraft must then be cleaned to uncover hidden cracks or defects that may have been missed because of the dirt.

Following in order and using the checklist visually inspect each item, or perform the checks or tests necessary to verify the condition of the component or system. Record discrepancies when they are found. The entire aircraft should be inspected and a list of discrepancies be presented to the owner.

A typical inspection following a checklist, on a small single-engine airplane may include in part, as applicable:

  • The fuselage for damage, corrosion, and attachment of fittings, antennas, and lights; for “smoking rivets” especially in the landing gear area indicating the possibility of structural movement or hidden failure.
  • The flight deck and cabin area for loose equipment that could foul the controls; seats and seat belts for defects; windows and windshields for deterioration; instruments for condition, markings, and operation; flight and engine controls for proper operation.
  • The engine and attached components for visual evidence of leaks; studs and nuts for improper torque and obvious defects; engine mount and vibration dampeners for cracks, deterioration, and looseness; engine controls for defects, operation, and safetying; the internal engine for cylinder compression; spark plugs for operation; oil screens and filters for metal particles or foreign matter; exhaust stacks and mufflers for leaks, cracks, and missing hardware; cooling baffles for deterioration, damage, and missing seals; and engine cowling for cracks and defects.
  • The landing gear group for condition and attachment; shock absorbing devices for leaks and fluid levels; retracting and locking mechanism for defects, damage, and operation; hydraulic lines for leakage; electrical system for chafing and switches for operation; wheels and bearings for condition; tires for wear and cuts; and brakes for condition and adjustment.
  • The wing and center section assembly for condition, skin deterioration, distortion, structural failure, and attachment.
  • The empennage assembly for condition, distortion, skin deterioration, evidence of failure (smoking rivets), secure attachment, and component operation and installation.
  • The propeller group and system components for torque and proper safetying; the propeller for nicks, cracks, and oil leaks; the anti-icing devices for defects and operation; and the control mechanism for operation, mounting, and restricted movement.
  • The radios and electronic equipment for improper installation and mounting; wiring and conduits for improper routing, insecure mounting, and obvious defects; bonding and shielding for installation and condition; and all antennas for condition, mounting, and operation. Additionally, if not already inspected and serviced, the main battery inspected for condition, mounting, corrosion, and electrical charge.
  • Any and all installed miscellaneous items and components that are not otherwise covered by this listing for condition and operation.

With the aircraft inspection checklist completed, the list of discrepancies should be transferred to the work order. As part of the annual and 100-hour inspections, the engine oil is drained and replaced because new filters and/or clean screens have been installed in the engine. The repairs are then completed and all fluid systems serviced.

Before approving the aircraft for return to service after the annual or 100-hour inspection, 14 CFR states that the engine must be run to determine satisfactory performance in accordance with the manufacturers recommendations. The run must include:

  • Power output (static and idle rpm)
  • Magnetos (for drop and switch ground)
  • Fuel and oil pressure
  • Cylinder and oil temperature

After the run, the engine is inspected for fluid leaks and the oil level is checked a final time before close up of the cowling.

With the aircraft inspection completed, all inspections plates, access doors, fairing and cowling that were removed, must be reinstalled. It is a good practice to visually check inside the inspection areas for tools, shop rags, etc., prior to close up. Using the checklist and discrepancy list to review areas that were repaired will help ensure the aircraft is properly returned to service.

Upon completion of the inspection, the records for each airframe, engine, propeller, and appliance must be signed off. The record entry in accordance with 14 CFR part 43, section 43.11, must include the following information:

  • The type inspection and a brief description of the extent of the inspection.
  • The date of the inspection and aircraft total time in service.
  • The signature, the certificate number, and kind of certificate held by the person approving or disapproving for return to service the aircraft, airframe, aircraft engine, propeller, appliance, component part, or portions thereof.
  • For the annual and 100-hour inspection, if the aircraft is found to be airworthy and approved for return to service, enter the following statement: “I certify that this aircraft has been inspected in accordance with a (insert type) inspection and was determined to be in airworthy condition.”
  • If the aircraft is not approved for return to service because of necessary maintenance, noncompliance with applicable specifications, airworthiness directives, or other approved data, enter the following statement: “I certify that this aircraft has been inspected in accordance with a (insert type) inspection and a list of discrepancies and unairworthy items has been provided to the aircraft owner or operator.”

If the owner or operator did not want the discrepancies and/ or unairworthy items repaired at the location where the inspection was accomplished, they may have the option of flying the aircraft to another location with a Special Flight Permit (Ferry Permit). An application for a Special Flight Permit can be made at the local FAA FSDO.