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I have a list of ATA Chapters on my bulletin board, and I consult it several times every single day. You can find a nice one at any trade show, such as the MRO Americas, MRO Europe, AP&M, and the ACPC. I'll be exhibiting at all of them. Despite the bean-counters’ attempts to commoditize everything, this remains and will continue to remain a relationship business. The reason that I mention this subject is that some airlines - especially large airlines - will assign specific ATA chapters to individual repair buyers. This helps the repair buyers become expert in that area. They become expert in the parts, and expert in the repair stations who repair them. These are people you need to know, and people who need to know you.
Ata chapter 34 manual#
I was training the new guy, and this is what I told him:ĪTA chapters (sometimes called "ATA 100 System Codes") are a way of categorizing the various systems that are on a plane, originally created by the Air Transport Association in 1956. Look at any Component Maintenance Manual (CMM) for any civilian aircraft. At the bottom of every single page is the ATA chapter for that manual.ĪTA chapters are configured like this: 12-34-56. This most important numbers are the first two. So in my example here, you would say, "That's chapter twelve."įor example, Chapter 29 is "Hydraulic Power", and it includes units that are part of the Hydraulic Power system. 110 Airparts manages repairs for many hydraulic accessories, so this is an important chapter for me. If you become aware, or are notified of a transponder deficiency affecting your aircraft, the CAA recommends that you initiate an unscheduled maintenance action to correct any deficiencies.“What are you talking about when you say ATA Chapters?”, he asked me.
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These checks are in the interest of aviation safety and the SIB provides guidance for the ground testing of Mode S transponders to ensure acceptable transponder performance. In addition to the requirements in NZCAA rule 91.605 (e)(3) the CAA recommends the checks contained in EASA Safety Information Bulletin (SIB) 2011-15. Incorrect of missing transponder data can result in increased controller and/or flight crew work load which may develop into a hazardous situation.ĮASA and Eurocontrol have identified similar incidents with aircraft operating in the European airspace and EASA subsequently issued Safety Information Bulletin (SIB) 2011-15 dated 4 July 2011. A safe navigation environment in transponder mandatory airspace relies on accurate and reliable surveillance information transmitted by Mode S transponders. The CAA is aware of incidents where complete or intermittent loss of detection has been experienced by Mode S SSR interrogators, and incidents of aircraft operating with an incorrect ICAO 24-bit aircraft address code. This Continuing Airworthiness Notice (CAN) is issued to highlight the potential problems associated with Mode S transponders and provide guidance for the testing and inspection of transponders. All operators and maintainers of aircraft fitted with Mode S Transponders.