Illustrated Tool And Equipment Manual Crj
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Hi all, I am an aeroplane enthusiast. Recently I came to know that all new aircraft should be delivered with Aircraft manuals. It's a FAA rule. I was intrigued by it and want to learn about this more. I have certain questions.
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1.What are the different types of manuals that are delivered with aircraft? Are there any manuals that are delivered after the aircraft delivery? In total how many manuals are there for an aircraft?
Any links to websites about this are welcome. Thanks in advance. When I took delivery of a new CRJ-700, one of the overhead bins was stuffed full of manuals that was turned over with the aircraft from Bombardier. Those were just the paper copies - just in case we lost the CD that contained all of the manuals.
These days, I think all of the manuals are online. There are the manufacturer manuals, and from those manuals each airline tailors their own airline specific manuals for their crews. Every time we get a new airplane, we get a new manufacturer Airplane Flight Manual, usually the only change is to the table of contents which adds the MSN of the new aircraft that just arrived at the airline, to update the manual applicability to the new aircraft.
There are probably more. Greetings, As you can see there are a lot of manuals used. I work in structural repair and composites, so I'm familiar with the Structural Repair Manual (SRM), the Illustrated Part Manual (IPC), and the Aircraft Maintenance Manual (AMM). There are others that are consulted on occasion such as the Component Maintenance Manual (CMM) and Standard Processes Manual (SPM). The SPM, as its name implies, gives information about how a aircraft manufacturer requires certain processes to be performed. This can be things such as welding, cadmium plating of parts, flame spray applications, etc. It is also important to be sure you are using the latest revision of the information for your repair or maintenance action.
Manuals are constantly being revised and updated. The goes for new aircraft all the way back to ships that have been flying for decades. A repair you have been using for years may suddenly become obsolete and be replaced by a new procedure. Some aircraft operators will also have their own in-house manuals for the aircraft they fly. These are usually repairs designed and approved by the airlines engineering department and would be limited to their aircraft only. These are usually quick-fix repairs to things such as a lower cargo compartment floor panel, a repair to the cargo compartment sidewall liners, and things of this nature. They may be permanent or time limited repairs.
On some maintenance actions and repairs, the looking up of the correct and best manual reference and getting all the paper work signed off is more work than the actual work you do on the aircraft! Hoping this is of interest to you. When I took delivery of a new CRJ-700, one of the overhead bins was stuffed full of manuals that was turned over with the aircraft from Bombardier. Those were just the paper copies - just in case we lost the CD that contained all of the manuals.
These days, I think all of the manuals are online. There are the manufacturer manuals, and from those manuals each airline tailors their own airline specific manuals for their crews. Every time we get a new airplane, we get a new manufacturer Airplane Flight Manual, usually the only change is to the table of contents which adds the MSN of the new aircraft that just arrived at the airline, to update the manual applicability to the new aircraft.
Good insights sir. Thank you for you valuable info. There are probably more. Greetings, As you can see there are a lot of manuals used. I work in structural repair and composites, so I'm familiar with the Structural Repair Manual (SRM), the Illustrated Part Manual (IPC), and the Aircraft Maintenance Manual (AMM). There are others that are consulted on occasion such as the Component Maintenance Manual (CMM) and Standard Processes Manual (SPM). The SPM, as its name implies, gives information about how a aircraft manufacturer requires certain processes to be performed.
This can be things such as welding, cadmium plating of parts, flame spray applications, etc. It is also important to be sure you are using the latest revision of the information for your repair or maintenance action. Manuals are constantly being revised and updated. The goes for new aircraft all the way back to ships that have been flying for decades. A repair you have been using for years may suddenly become obsolete and be replaced by a new procedure.
Some aircraft operators will also have their own in-house manuals for the aircraft they fly. These are usually repairs designed and approved by the airlines engineering department and would be limited to their aircraft only. These are usually quick-fix repairs to things such as a lower cargo compartment floor panel, a repair to the cargo compartment sidewall liners, and things of this nature.
They may be permanent or time limited repairs. On some maintenance actions and repairs, the looking up of the correct and best manual reference and getting all the paper work signed off is more work than the actual work you do on the aircraft! Dodge ram 2001 truck service manual.
Hoping this is of interest to you. Gregory Hi Greagory, These are great stuff. I can't believe there are so many documents involved in maintanence. Ypur explanation has led to many questions and i think, if this discussion is started it will go on for hours. When the weight of the paperwork exceeds the weight of the aircraft, you're ready to fly. The manuals used by Airbus pilots at my airline: - Operations Manual (common to all fleets).
Flight Crew Operations Manual - Flight Crew Techniques Manual (formerly Flight Crew Training Manual) - Quick Reference Handbook. Configuration Deviation List - Minimum Equipment List - Notices to Crew, which isn't a manual per se but a collection of operational updates that may or may not end up in the manuals later. Maintenance have (a lot of) their own manuals. Cabin crew have their own. It goes on and on. This doesn't of course cover the myriad training documents, powerpoints and assorted other stuff littered about. All of which is apparently required knowledge by sim instructors and line checkers who seemingly know every single reference that has ever been since the beginning of time.
There are probably more. Sorry no, wish I had taken a photo though.
I remember they were in thick orange folders and were about between 8 to 12 inches thick and someone must have pranked the foreman of the hangar by stacking them up like that, they didn't look too steady. It was my first day in Line Maintenance and I had to got to his office to introduce myself to him. His only words were: 'See those manuals, your job will be to know them all'.
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I think I walked out there kinda unsteady, wondering what the hell was I in for. A typical manual. Nowadays, I think the mechanics access the manuals on a computer and print out what they need or they have an app on their smartphone (fault isolation) Other times I see them carrying an iPad and they reference what they need off the tablet.
Wayback when we carried paper manuals and paper charts, I weighed my flight kit on one of the airport ticket counter scales - it topped in at 55lbs. Nevermind the placard in the cockpit which stated the max limit for the flight bag was 10lbs. Airmagnac wrote. As a member of the infamous 'millenials', I'd say f. all this paper, let's move to the 21st century and use interactive mock-ups Actually in our Maintenance desk in SOC, they have a virtual cockpit mockup that the maintenance controllers can manipulate, so whatever the pilots see in the cockpit in the airplane, they see on their screens in SOC. So when I tell them, I have a low Y hudraulic on the SD on the ECAM, or I have an ECAM message, they can replicate the issue on their cockpit and do their troubleshooting.
Or tell me to do extra things that my manuals don't cover. For an airplane the volume of documentation and manuals required is actually not that bad. Compared to say a ship and all of its systems.