Introduction to Canadian Aviation history

Study Unit

The Canadian AircraftMechanic: An Introduction

iii

Upon successful completion of this study unit, you will beable to

• Determine how to activate the elevators in an aircraft

• Discuss why avionic instruments were first developed

• Identify which Canadian carrier started as a crown corporation

• Describe how helicopters move forward

• Determine the purpose of the various aviation regulatorydocuments

• Identify the document which authorizes a specific aircraft to fly

• Define the term “barnstormers”

• Recognize Canada’s role in aviation history

Pr

ev

ie

wP

re

vi

ew

v

INTRODUCTION 1

A BRIEF HISTORY OF POWERED AIRCRAFT 2

Early Successes 2The Impact of World War I 3A Steady Parade of Advances 4The Jet Age 5

MILESTONES IN CANADIAN AVIATION 7

BASIC AIRCRAFT COMPONENTS AND TERMINOLOGY 8

Airplane Components 8Helicopter Components 9

THE WORK OF AIRCARFT MAINTENANCE ENGINEERS 10

Maintenance Organizations 10General Duties 11Working on Airframes 12Working on Engines 13Working on Avionics and Electronics Systems 14Working on Helicopters 15Level of Work 16

TRANSPORT CANADA 17

An Overview of Transport Canada 17Licensing Aircrafts 18Regulations and Publications 19Licensing of Aircraft Maintenance Engineers 20

WHAT’S AHEAD 22

EXAMINATION 23

Co

nt

en

ts

Co

nt

en

ts

1

INTRODUCTION

If you are considering a career as an aircraft mechanic, youshould be encouraged by this brief look at the history andthe present situation of Canadian aviation. You will discoverthat air travel has been of particular importance in thiscountry, due to our vast geographical territory, and long distances between population centres.

Canada is the sixth leading country in the world in terms oftotal kilometers flown. This translates into an annual load ofsixty million passengers and over 550 thousand cargo tons.Moreover, Canada is second only to the United States in thenumber of registered civil aircraft and the size of the airwayand air route system.

Canada’s role in aviation is further strengthened by our beingthe host country for two important international organizations:the International Civil Aviation Organization (ICAO) and theInternational Aviation Management Institute, both of whichare located in Montreal.

Despite harsh weather conditions, Canada has one of themost impressive aviation safety records in the world. This isdue in large part to the skills and diligence of more than12,000 (and growing) aircraft mechanics and repair personsemployed in this country. This course will hopefully allowyou to find a place among the ranks of this proud and highlysuccessful group of people.

The Canadian Aircraft Mechanic: An Introduction


A BRIEF HISTORY OF POWEREDAIRCRAFT

Early Successes

As one who will be spending their working lives in the field ofaviation, you should be aware of its historical highlights andits rapid development throughout the twentieth century.

The earliest attempts at aviation involved odd contraptionsattempting to imitate the flight of birds. Some had disastrousresults, while none were significantly successful. On the otherhand, the first successful flights involved balloons and glid-ers; and, although both have survived into the present era, in this section we will concentrate on only the development of powered aircraft.

After many misguided attempts worldwide, the first success-ful powered aircraft flight was undertaken in 1903 by Wilburand Orville Wright. Their first flight travelled only 120 feet—about as far as a reasonably long football pass, but later thatday they managed to stay up 850 feet. This rapid progresswould soon become characteristic of the budding aviationindustry.

In 1905, the Wrights’ third aircraft managed a flight of 24miles. By this point there was little doubt that they and sev-eral other early inventors were onto something that wouldhave a profound effect upon the industrial development ofthe era.

In 1906, a string of ambitious European failures ended withAlberto Santos-Dumont’s flight of 722 feet with a planewhose wings resembled a box kite. Although the designwould later be scrapped, the flight inspired many otherEuropean aviators.

The Wrights’ design was the biplane, with two parallel wings.Fearing the fierce competition of other pioneers, they wereprompted to immediately explore the possibility of militaryapplications for their invention.

2

The Canadian Aircraft Mechanic: An Introduction 3

In 1908, Wilbur Wright went to France to demonstrate his “Flyer.” By that time, the designs of other successfulEuropean inventors showed great stability, but still theEuropeans benefited greatly from the piloting expertise of the brothers.

The invention of the monoplane is credited to Trajan Vuia.Although he never managed a sustained flight with his exper-imental craft, his work directly inspired another ambitiousinventor, named Louis Bleriot. In 1909, Bleriot made itacross the English Channel in a monoplane design with themost powerful engine of that time.

By 1910, there were so many other successful aircraft thatthe Wrights and their designs were no longer particularlyinfluential. Improvements followed at a rapid pace. In 1911 a German crew pioneered a primitive forerunner of theretractable landing gear. By this point getting off the groundwas no longer a problem. Designers were already looking forspeed and efficiency.

Early pioneering in aviation was not without risk. NotedFrench pilot Leon Delagrange was killed in an accident whileflying a Bleriot plane in 1910. In 1913, the best knownBritish aviator of the day, Samuel Cody, also lost his life during an air show.

The Impact of World War I

In 1911, airmail services began, and the first aircraft werearmed for war.

World War I led to the rapid development of aircraft for militarypurposes by governments. Most early planes were biplanes(the British, for example, stubbornly stayed with biplanedesigns well into the 1930s). The Germans were instrumentalin pioneering the monoplane. Early models were built prima-rily of wood and wire type structures. However, well beforeWorld War I, planes made largely of metal were becomingsuccessful. They sported a tube-shaped fuselage to which the wings, tail, and landing gear were attached. Some ofthese planes showed an amazing similarity to small planesthat are still flying today.


Dutchman Anthony Fokker was instrumental in building military aircraft for the Germans during World War I. TheGermans were the first to achieve military successes in theair. Fortunately the allies were able to turn the tide as theconflict progressed with Canada playing a key role, as will bedescribed in a later section.

A Steady Parade of Advances

During the 1920s, several minor refinements were made, butbasic designs still included wire bracing, external struts, andwater-cooled engines. In 1927, Charles Lindberg set a mile-stone in aviation history when he flew across the AtlanticOcean in the “Spirit of St. Louis” to win a well-publicizedinternational contest. One result of this famous success story was the proof of the reliability of air-cooled engines and their subsequent widespread acceptance.

Many early design improvements were spurred by theseinternational competitions. By the late 1920s, the engineswere much better designed and more efficient. Retractablelanding gears were perfected, but did not see widespread useuntil the early 1930s.

Pratt & Whitney, perhaps the most famous builder of aircraftengines, launched its first engine, the Wasp, in 1926. It soonbecame a significant competitor of the Wright Company forU.S military contracts.

Around 1930 the first experimental helicopters were devel-oped. Actually, the first helicopter was designed by Leonardoda Vinci back around 1500. The predecessor of the modernhelicopter was the autogyre, or gyroplane, developed by Juande la Cierva, and was in use in many parts of the worldbetween 1925 and 1940. Many of these resembled a crossbetween airplanes and modern helicopters.

The first true helicopter was built and flown in 1942 by IgorSikorsky who was an American of Russian descent. Otherthan in size and speed they have changed relatively littlesince first developed. From the 1930s onward, the pace ofprogress was even more rapid. Artificial wind tunnels wereconstructed in order to study, test, and perfect wing shapes.

4


The first twin-engine aircraft were flown in the early 1930s,but by the end of the decade several four-engine designs hadbeen introduced. By World War II, some very sophisticatedaircraft were used in battle and in transport. Aircraft fromthis era are still in use today, though mainly in associationwith museums and air shows.

By the mid 1930s, the major American and international air-craft manufacturers were already active. Boeing introducedits model 247 in 1933. The Douglas DC series soon followed.These were large aircraft that were reasonably soundproofand equipped with electronic navigational instruments. Othermajor manufacturers active at the time included de Havillandand Hawker Siddeley.

The development of avionics kept pace with that of aircraftdesign. For example, the first automatic pilot was developedby Sperry in 1914. It was designed to sense deviations inflight patterns and automatically adjust the movable controlsurfaces. While flight control was the first major concern,avionics soon progressed into the areas of navigation andcommunications.

World War II provided the impetus for rapid development ofjet engine technology, though relatively few jet-poweredplanes saw action during the conflict. The British Gloster,American Bell and German Messerschmitt were early pio-neers. During the war many experiments were also undertak-en in supersonic flight, although the first successful flightdid not occur until 1947, with the famous Bell X-1.

The Jet Age

Jet engines came into their own in the late 1940s. The deHavilland Comet of 1949 was a pacesetter in high-speed, jet-powered flight.

From the 1950s onward, two major trends would infiltratethe industry: an increased emphasis on civilian over militaryuse, and a steady escalation in the size of commercial pas-senger aircraft.

Between 1958 and 1961 several propeller-turbine (turbo-prop) airplanes were developed for short to medium routes.Similar aircraft are still in use in many parts of the worldtoday.


Today’s Boeing 747 and 767 are examples of the successfuldevelopment of safe and efficient “jumbo jets” that have revo-lutionized international air travel. The other main area ofrapid innovation has been in the design and production ofsmall corporate jets capable of high speed and high altitudeflight, such as those pioneered by Learjet. By contract, thecommercial supersonic jets such as the Concorde are fastand reliable but are very expensive to operate and have notproved that they are practical for widespread use.

Today, the makes and models of international aircraft are fartoo numerous to mention. The American firms like McDonnellDouglas, Boeing and Lockheed continue to lead the industryamong aircraft manufacturers. General Dynamics is a majormanufacturer of U.S. military aircraft. As for engine manu-facturers, the “big three” are Pratt & Whitney, Rolls-Royce,and General Electric. Prominent helicopter manufacturersinclude Kaman, Bell, Westland and Sikorsky.

Virtually all of these manufacturers have suffered in recentyears. Reduced government spending on military aircraft anda poor economic climate has resulted in a lower demand foraircraft engines. Despite the fact that air travel is a perma-nent and indispensable factor of modern life, most major air-lines today are losing money, and several have folded or havebeen swallowed up by more successful competitors.

The last three decades have also seen worldwide proliferationof small planes, helicopters, and private jets. The basic smallplanes introduced by Piper, Cessna, Beech, as well as others,continue to be popular. Most often these small planes land atsmaller airports and flying clubs. Occasionally, they taketheir places in line-ups on larger runways, dwarfed by thelarge commercial jets around them, thus showing how muchhas changed—and how little has changed—since the days ofthe Wright Brothers and Charles Lindberg.

6


MILESTONES IN CANADIAN AVIATION

1909 First flight of a Canadian powered aircraft tookplace in Baddeck, NS. This flight was the culmi-nation of efforts by a group of inventors organ-ized by Alexander Graham Bell. On February23, 1909 John McCurdy flew the “Silver Dart” a distance of four and one half miles. The“Silver Dart” was the most sophisticated aircraft developed at that time.

1910 First use of radio communication between anaircraft in flight and the ground.

1914–1918 Canada starts large scale manufacturing of various types of planes and training of militarypilots.

1919 Federal government began regulating civil aviation. This move was in response to the fact that during World War I, 2500 Canadianswere trained as pilots. Initially, the regulationswere to promote safety concerns. Following thewar, many of these trained pilots purchased aircraft and some involved themselves in “barnstorming”—acrobatic flying at air shows.

1928 De Havilland Aircraft of Canada was establishedin Toronto, Ontario.

1929 Pratt & Whitney was established in Longueuil,Quebec.

1937 Trans Canada Airlines was established. Thisairline became the first large national airline.

1940–1949 Establishment of Canada’s major regional carriers: Quebecair, Pacific Western, EasternProvincial Airways and Nordair. Canadair Ltd.was established by the federal government as aCrown Corporation and took over the aircraftoperations of Canadian Vickers in Cartierville,Quebec. Canadair played an important role inproducing military aircraft.

1953 Wardair began as a charter operation.

1964 Trans Canada Airlines changed its name to Air Canada.


BASIC AIRCRAFT COMPONENTSAND TERMINOLOGY

Airplane Components

Although you will be given more complete definitions andillustrations once you enter the technical portion of your pro-gram, it might be helpful at this time to run through some ofthe general components of a “typical” airplane. This will allowus to refer to some of these items throughout the balance ofthis study unit.

The body of an airplane contains the fuselage (cigar-shapedportion), wings and tail. Various movable control devices aredistributed around the aircraft. The flaps (nearer the fuse-lage) and ailerons (nearer the wind tips) are hinged sectionsof the wing that can be raised and lowered. A typical airplanetail has two horizontal pieces and a vertical section, all ofwhich have hinged control surfaces on their tailing edges.The control devices on the horizontal tailpieces are called elevators. The control piece on the vertical section of the tailis called the rudder. All of these devices work together forcontrolling climb, descent, and bank (turning).

The cockpit is located at the front of the fuselage. In a smallplane it is equipped with fairly simple column and pedal con-trols that slightly resemble those of an automobile. Thesedevices operate the movable control surfaces describedabove. The pedals control the rudder. The column is turnedlike a steering wheel to operate the ailerons, and is movedforward or backward to operate the elevators.

Aircraft engines vary greatly from simple gasoline pistonengines, much like those used in cars, to large jet engines.Most gasoline piston engines rotate propellers, although jetengines can also be incorporated with propellers. Most truejet engines have a fan or “turbofan” in the front, and a thrustcone at the rear. These components are visible and familiarto most airline travellers.

8


Larger modern aircraft are constructed with metal framesover which a metal skin is stretched. In some portions of theaircraft, the structure looks a bit like studs and wallboardused in home construction. In other places, however, thedesign is more sophisticated, such as the fin torsion boxesbuilt into many tailpieces.

Helicopter Components

Helicopters (rotorcraft) also contain some general features.Instead of wings, helicopters use rotating rotor blades thatare attached to a rotor assembly. Small helicopters have asfew as two rotors: a main one, and a smaller one at the tail.Complex designs can incorporate half a dozen or more rotors.Helicopter engines are located directly beneath the mainrotor.

The body of the helicopter includes the main cabin. It usuallylies beneath the main rotor and the tail. The tail is invariablyequipped with an “anti-torque tail rotor.” The main purposeof the tail rotor is to prevent the action of the main rotorfrom simply spinning the helicopter around in circles.

Maintaining control of a helicopter is slightly more compli-cated than that of a traditional airplane. The angle to whichthe rotor is tilted, and the pitch of the leading edge of therotor blades, affect the control. Both of these are adjustablein flight. A helicopter hovers when the speed of rotor rotationand the pitch of the blades exactly overcome the gravitationalpull on the helicopter. Climbing is achieved by increasing thepitch of the blades.

You may be surprised to hear that rotor speed remains fairlyconstant during all flying conditions. However, the amount ofpower that the engine must produce to maintain that con-stant speed varies significantly as the helicopter climbs,descends, or moves forward.

In order for the helicopter to move forward or sideways, therotor is tilted slightly in the desired direction. The degree oftilt also affects the speed of forward movement.


THE WORK OF AIRCRAFT MAINTENANCE ENGINEERS

Maintenance Organizations

No doubt, as someone interested in a career in this field, youhave some idea of the work, which Aircraft MaintenanceEngineers (AMEs) undertake. However, you may be amazedby the diversity of duties and responsibilities which fallunder a general job description for this occupation. Not onlyis there considerable variety in types of aircraft, but there arealso various specialties or areas of concentration regardingthe type of work to which a specific AME is assigned. Thereis too much work to be done for any one person to do every-thing. Thus, particularly among larger maintenance organiza-tions, there is a tendency toward specialization.

Many AMEs in Canada work for an Approval MaintenanceOrganization (AMO). As you get deeper into your program,and in particular when you study the Canadian AviationRegulations, you will learn much more about what an AMOis, how it is certified and how it functions. In brief, an AMOmay be a company, which only services aircraft, and does not own or operate them, or it may be internally set up by anairline as a maintenance organization. If the AMO is part of amajor airline, it might perform a wide range of servicingfunctions, while still jobbing out certain specialized tasks toan outside firm. If the AMO is an independent company, itmay offer a wide range of services, or it may tend to special-ize in one particular field, such as engine overhaul.

The work you perform after you obtain your AME license willdepend upon several factors, including the category (or cate-gories) in which you are certified, as well as the requirementsof your future employer. It is possible that you may specializein one facet of aircraft maintenance for awhile, and thenchange jobs or move on to other duties. This is one reasonwhy this program is broad-based, attempting to teach you alittle bit of everything and provide you with a foundation thatcan easily be expanded with detailed training in many differ-ent directions.

10


In this section, we will describe the work of AMEs in generalterms, covering all of the work which any AME is likely toundertake. No one person would do all of these things on aroutine basis. However, it will be useful for you to view therange of possibilities. Because we are taking a broadapproach, not all specialized tasks are mentioned in thisbrief introductory presentation.

There are many ways that duties can be classified. For exam-ple, regardless of the aircraft type, specific tasks will tend tofall into one of the following headings: routine maintenance,periodic inspection, routine repairs and replacement of com-ponents, major repairs or overhauls, record keeping, logkeeping, certification of work, and administrative duties.

General Duties

Duties on a routine maintenance can be as simple as charg-ing systems such as those containing oxygen, nitrogen, orfreon; refueling; or de-icing. AMEs also become involved inmoving aircraft from place to place on the ground, whetherby towing or taxiing. They must know how to park andsecure an aircraft and how to moor it (particularly in thecase of light aircraft that may be exposed to high winds).

All aircraft and major components must undergo special,detailed inspections after a predetermined period of operation,such as after 100 hours of flying time. The specific nature of inspection duties on such occasions will vary greatly,depending upon the type and make of aircraft.

There are some record keeping and administrative duties,however, that tend to apply generally to any type of aircraft.For example, government regulations dictate precise steps,which must be taken to record all maintenance work, whichis performed on any aircraft. An AME must ensure thatmaintenance work performed on an aircraft, or an aircraftpart, is done in accordance with airworthiness standards. An AME must sign a maintenance release (indicating nameand license number) for any work done. Signing a releaseacknowledges that the AME takes responsibility that thework was done correctly, even if the work was performed byother maintenance personnel.


AMEs record most of what they do in specially designed logbooks. You will be given a detailed presentation on the typesof logbooks used in Canada later in your program. There arealso various types of maintenance tags that are affixed tocomponents undergoing maintenance. Again you should beaware that the use of such items is often prescribed by law,and is not merely a matter of company procedure.

In general, you would do well from the outset to understandthat maintenance records are often considered as importantas the maintenance itself. Any time that you make a writtenrecord of something you have done, you must do so withgreat care, precision, and honesty. For example, there aremany circumstances in which a mechanic may be unable tocomplete a repair, for any number of reasons. By making acorrect log entry explaining exactly what you were—and werenot—able to do, you not only cover yourself, but you mayavert a disastrous misunderstanding. There is no room forassumptions in aircraft maintenance. Other people will comeonto that aircraft after you have walked away from it. Theyneed to know the exact status in which you left things.

There are various other administrative duties, besides thekeeping of logbooks. Examples of other technical documentsor records include weight and balance reports, service difficulty reports and calibrations records. Mechanics alsobecome involved in matters such as inventory control systems,preparing shipping documents, and waste disposal.

Working on Airframes

Duties on an aircraft can be subdivided according to the general area of the aircraft involved. The major categoriesare: airframes, engines, avionics and electronics, and specialsystems related to rotorcraft (helicopters).

Airframes serve as a good starting point, since they cover the bulk structure of the airplane itself, independent of itsengines and technical equipment. This is not to suggest,however, that there is little technical know-how required forairframe maintenance. Airframe structure has become quitecomplex particularly on large commercial aircraft. Airframesalso include secondary systems such as oxygen, pressuriza-tion, anti-ice, brakes and fuel supply.

12


Many portions of the airframe experience high levels ofstress. As a result of these high stress levels, engine mountsand landing gears are given rigorous, detailed inspections.However, attention must be given to virtually every section of the airframe: including windows, doors, emergency exits,lavatory components and even seat belts. A wide range ofthese sections are repaired or replaced regularly.

Some smaller aircraft also have special equipment such as floats, skis or installations that allows them to conductspecialized tasks such as aerial spraying. These items alsorequire maintenance and inspection.

Working on Engines

Aircraft engines can be classified as either piston (similar to those in an automobile) or turbine (jet). Obviously manyspecific tasks will vary greatly from one type to another, oreven among models of the same type.

However, some general tasks apply to all aircraft engines.These tasks fall into two broad categories: certification of airworthiness, and maintenance and repair.

Certification of Airworthiness involves a variety of inspectionduties and tests. Many components and subsystems must be examined on a regular basis, such as engine controls,exhaust systems, fire detection systems, or reverser systems.Sometimes a test will focus on one very specific item, such asa magnetic chip detector. In other cases, inspections focus ongeneral engine performance. Most aircraft have proceduresfor conducting an engine run-up as well as for trend moni-toring and vibration tests.

Maintenance and Repair occurs after periods of operation. At such time, engines are partially stripped down, internaltests conducted, and measurements taken. On a pistonengine this might involve a measurement of tappet clearance,or using a borescope to view internal components. On a jetengine, this might involve the measurement of fuel spray patterns. Of course, there are also general duties, such asreviewing records and service manuals, cleaning engines, oilinspection, and fuel filter replacement.


Working on Avionics and ElectronicsSystems

Detailed work on avionics instruments is a specialty fieldthat requires training above and beyond the scope of appren-ticeship programs. However, all AMEs should have a generalunderstanding of aircraft instruments, and be prepared toparticipate to some degree in their inspection and routinemaintenance.

Perhaps the best way to grasp the complexity of this portionof aircraft maintenance work is simply to list some of theareas that fall into this category. They would include

• antennas • altimeters

• communications systems • fuel gages

• auto pilots • a wide range of warning systems (e.g., stall

• flight management warning)systems

• ice protection systems • a wide range of indicators(e.g., trim indicator)

• flight data and cockpit • annunciator systemsvoice recorders

• lighting and emergency • engine indicatorslighting systems

• compasses and a broad range of navigational instruments

Any one of these areas could be further separated into sub-headings. For example, navigational instruments couldinclude compasses, inertial and global positioning systems,emergency locator transmitters, radio direction finders, radarand storm scopes, as well as microwave landing and distancemeasurement equipment.

At first glance the avionics field appears intimidating.However, the introductory level presented in this programcan actually be a fascinating area of study. Later in your program, we will take you through each area or system in the smallest to the largest of aircraft. These study materials

14


focus on presenting what each item does and how it works,rather than list the troubleshooting procedures. Once youunderstand the basics, it is easy to pick up traditional skillsin the field through hands-on training, and access to manu-facturers’ service manuals.

As mentioned earlier, detailed repairs to the avionic and elec-tronic systems of the aircraft are left to specialists. Typicalduties carried out by an AME might involve replacing a com-ponent, conducting relatively straightforward field tests,adjusting instruments on a regular basis and maintaining anupdate of their performance records.

Working on Helicopters

Some AMEs end up working on helicopters, rather than air-planes. If so, there are various specialized systems related tohelicopters that can be broken down into two main categories:inspection and maintenance of propellers, and inspectionand maintenance of the rest of the rotary system.

As well, most of the types of maintenance requirements thatwe have already discussed are applicable, since helicoptersalso have airframes, avionics, instruments and engines.

You will learn as you get deeper into your course that pro-pellers are more complex than they appear. There are manyroutine tests and inspections for propellers, including meas-uring blade dimensions and angles, checking blade tracking,and confirming the security of blade mounting. Propellersmust also be balanced and lubricated. Relatively few actualrepairs are made to a propeller. If one becomes damaged, it isgenerally replaced.

The rotor system includes the rotor and hub assembly, mastassembly, transmission, clutch assembly, and a wide rangeof secondary systems and components. Routine maintenanceinvolves inspection of almost every area in the system, aswell as vibration testing and may indicate the need to replacesuch items as belts, rod ends and bearings.


Level of Work

In a presentation such as this, we can only scratch the sur-face of the maintenance work required on modern aircraft. Asyou begin to work through the more detailed training materi-al, which follows, you will gain a greater appreciation of theactual tasks. We will present numerous, detailed illustrationsof aircraft parts being serviced, and highlight the appropriatetools, materials and work methods.

You should not be overwhelmed by how much there is tolearn. At this point, you are undertaking required theorytraining. Your goal is to understand what is presented ratherthan memorize it. You would never be expected to put your books down, walk over to an aircraft that you havenever seen before, and begin working on it all by yourself.Before this happens, you will have gone through practicaltraining, much of it provided by the company that will hireyou. Your specific assignments will depend on the level ofyour experience and AME license. In the beginning you willalways work closely with someone else. As you progress, youwill be able to undertake increasingly difficult tasks. Themost difficult tasks will usually be saved for senior personnel,often working together with outside consultants or manufac-turers’ representatives. Even senior mechanics do not knoweverything and must continuously update their knowledgethrough seminars, special courses, and working with expertsbrought in to help with special situations.

However, just as you cannot become fully qualified to repairand rebuild an aircraft simply by theory training, neither canyou go out and learn in the field without it. Without thebackground, which this program provides you, you would notbe able to have a sufficient understanding of an aircraft to beable to work on it competently, no matter how many timesyou watched someone else perform a particular task. This iswhy theory training is required by Transport Canada as animportant foundation for AME licensing requirements. Yourprogram is recognized by Transport Canada as fulfilling theBasic Training requirement for AMEs.

16


TRANSPORT CANADA

An Overview of Transport CanadaTransport Canada maintains headquarters in Ottawa andhas six regional offices. The six regions are: Atlantic, Quebec,Ontario, Prairie Northern Region—Winnipeg (PNR), PrairieNorthern Region—Edmonton and the Pacific Region. Eachregion has a head office and district offices, called TransportCanada Centers or TCC, staffed by Airworthiness Engineersand Airworthiness Inspectors. It is the AirworthinessInspectors with whom AMEs have most frequent contact.

You cannot proceed very far into any facet of the transporta-tion industry in Canada before coming in contract withTransport Canada.

Transport Canada is the branch of the federal government,which is responsible for regulating the safety and efficiency of Canada’s transportation system. National transportationpolicies are particularly important in our country.

The federal government is actively involved in many areas oftransportation. For example, some Crown Corporations(owned and operated by the federal government) report toparliament through the Minster of Transport. They are notpart of Transport Canada. However, they are closely regulatedby Transport Canada, as are all Canadian public and privatetransportation corporations.

Transport Canada’s jurisdiction can be broken down into thefollowing major areas of activity:

Air Transport. This includes the Aviation Group and theAirports Authority Group. The Aviation Group is concernedwith navigation services, regulation of civil (nonmilitary) avia-tion, and promotions of aviation security and safety. Pilotsand mechanics are most directly involved with the AviationGroup. The Aviation Group is of primary interest to futureaircraft mechanics as it has broad responsibilities over areassuch as preparing legislation, enforcing laws and regulations,planning for airport security, maintaining airworthiness stan-dards, and certification and licensing of air services and personnel.


Transport Canada’s Aviation Group issues licenses to all ofthe following individuals who are active in the aviation fieldsuch as pilots, commercial operators, airports, aircraft, aircraft manufacturers, flying schools, and maintenance personnel.

Since 1994 there has been a federal policy in place to com-mercialize designated Canadian airports, through divestitures,to community interests. At the end of 2001, 113 of the 131airports across Canada had been transferred to communityinterests. This policy enables communities to take greateradvantage of their airports, reduce costs, tailor levels of serv-ice to local demand, and attract new and different types ofbusiness. Transport Canada continues to be responsible forall aspects of aviation safety in Canada and it continues toprovide financial support to remote airports, which provideexclusive, reliable year-round access to isolated communi-ties.

Marine Transport. This division includes the CanadianCoast Guard and the Department of Fisheries and Oceans.

Surface Transport. Includes the overall combination ofsurface transportation progress and policies governing roadand rail service as well as emergency planning and trans-portation of dangerous goods.

Licensing Aircraft

The system for licensing aircraft in Canada is somewhatcomplex as you will see later on in your course. TransportCanada issues type approvals, which allow a specific makeand model of aircraft to be flown in Canada. It issues a vari-ety of documents, including the certificate of airworthiness (C of A), to individual aircraft. It is illegal to operate an air-craft in Canada without a valid C of A. Aircraft maintenanceengineers have a vital role to play in maintaining a valid C of A on an aircraft by conducting required programs ofmaintenance, inspection, and repair.

It is important for you to understand that the role of the air-craft maintenance engineer, and many of his or her duties,are prescribed by law. This is why Transport Canada is

18


involved in the licensing of AMEs, and why it is important for AMEs to be aware of a broad range of Transport Canadaregulations applicable to aircraft of all types. Later in thiscourse you will be given a good foundation on TransportCanada regulations, particularly those which apply to main-taining airworthiness standards, and to the activities of aircraft mechanics in Canada.

Transport Canada also provides air traffic control at 60 towersand several other control centres across the country. There is a network of 113 flight service stations whose role is toprovide information to pilots on weather, air traffic and othermatters vital to flight safety.

In fulfilling its various roles across the country, TransportCanada also has a fleet of aircraft at various points acrossthe country, including Coast Guard bases. These aircraftparticipate in a wide range of activities, such as inspectinglanding areas, patrolling ice conditions, and preventing oilspills. The Coast Guard also operates a fleet of more than 30 helicopters whose duties include routine patrols, searchand rescue, and support of the Coast Guard marine fleet.Thus, Transport Canada not only plays a role in the licensingof aviation professionals, but is also a significant employer ofpilots, mechanics and other personnel.

Regulations and Publications

The following section lists some of the major federal legisla-tion, regulations, documents and publications pertaining tothe aircraft industry and administered through TransportCanada.

Aeronautics Act offers a fairly general legislation giving thegovernment authority to regulate a wide range of activitieswithin the aeronautics industry. It is the main piece of legis-lation dealing with aviation.

Aeronautical Information Publication (AIP) is a consolidation ofinformation that is beneficial for pilots. It houses almosteverything they need to know from the other documents.

In the past, the Engineering and Inspection Manual was the


collection of rules concerning the maintenance of aircraft: itwas replaced by the Airworthiness Manual (AWM).

The Airworthiness Manual used to be the single most impor-tant set of publications on the performance of AME duties.Briefly, the AWM dealt with the standard and maintenancerequirements for aeronautical products. It gave specificrequirements for procedures, reports, and approvals.

Canadian Aviation Regulations (CARs). All of the regulationsand the licensing requirements have been collated into theCARs. The Airworthiness Manuals have been retained as a Standards document only. The CARs cover virtually allaspects of civil aviation. Enacted under the authority of the Aeronautics Act, they regulate everything from aviationdocuments to accident investigations, air carriers and aero-nautical products. As you will learn later on, an aeronauticalproduct is defined as any aircraft or any portion or componentof an aircraft. Most of the CARs sections have a set of parallelStandards that detail how the regulations are to be carried out.Some of the Standards are still referred to as being sectionsof the Airworthiness Manual.

Licensing of Aircraft MaintenanceEngineers

Aircraft mechanics in Canada begin their career as anapprentice. After undergoing a prescribed amount of theoryand practical training, and completing a required number ofhours of on-the-job experience, a person may apply for anAME license. The applicant takes a series of TransportCanada administered examinations. If they successfully com-plete the entire series, a license is issued.

All AME licenses are not the same. Rather, they are assignedaccording to categories and ratings. The category of thelicense broadly defines the aeronautical products on whichthe mechanic is permitted to perform maintenance duties.The rating designates specific aircraft types for which themechanic has been adequately trained. An AME may obtaina license in more than one category or for more than one rating. This will depend on the training and work experience

20


which the mechanic has received, as well as the number of Transport Canada exams which have been successfullycompleted.

The AME licensing system has recently been simplified. All ofthe old categories have recently been consolidated into a rel-atively small number of new ones. The basic AME category isthe M1 category, which covers general aircraft maintenanceon small aircraft.

The M2 category specifies a rating that covers most of thefamiliar large passenger jets, including the Airbus A320,Boeing 747 and 767, Douglas DC-10, and Lockheed L1011.Maintenance engineers with a M2 category license can per-form prescribed maintenance duties on any aircraft withinthe group of which they are rated.

The applicant must have also completed both basic mainte-nance and aircraft type courses, and have passed TransportCanada’s “M” category examinations on Air Regulations andStandard Practices.

The license categories include the previously mentioned “M”rating (M1 and M2); the “E” rating, covering avionics equip-ment such as instrumentation; the “S” rating, which coversaircraft structures; and the Balloon rating. Certain tasks canonly be signed for release by an AME who possesses licensesin these particular categories. An AME must have proper“type” training for the work being performed.

It is important to understand that although maintenancetasks must be performed by a number of mechanics andAMEs working together, there is often a requirement that oneAME sign for the work. The AME who signs for the worktakes on a certain degree of responsibility that the work isperformed properly. In fact, an AME can lose his or herlicense under some circumstances if the work has not beenproperly performed.


WHAT’S AHEAD

Well, you learned all about the exciting background of theaircraft industry career for aircraft mechanics in this studyunit. You learned what the job involves, what skills are need-ed to succeed as an AME. In the next set of materials (A&PTechnician General), you’ll receive the information on howand why the various physical principles operate, and detailson the many aerospace devices, systems and techniqueswhich utilize these principles. So hang on, your learningadventure is just beginning.

22

23


When you feel confident that you have mastered the material in this study unit, complete the following examination. Then submitonly your answers to the school for grading, using one of the examination answer options described in your “Test Materials”envelope. Send your answers for this examination as soon as youcomplete it. Do not wait until another examination is ready.

Questions 1–20: Select the one best answer to each question.

1. During World War I, Canada

A. had no involvement with military aircraft.B. was a major training centre for military pilots.C. was a major manufacturer of aircraft which saw combat

duty.D. was a major manufacturer of aircraft weaponry.

2. Most avionics instruments

A. are repaired on the spot if defects arise.B. are removed and replaced if defects are spotted, then sent

out for repairs.C. are not vulnerable to defects or failures.D. need not be repaired or replaced immediately, since back-

up instruments are always available.

EXAMINATION NUMBER:

93662Whichever method you use in submitting your exam

answers to the school, you must use the number above.

For the quickest test results, go to http://www.takeexamsonline.com

Ex

am

ina

tion

Ex

am

ina

tion

Examination24

3. Wilbur Wright’s airplane was called the

A. Silver Dart. C. Spirit of St. Louis.B. Flyer. D. Gloster.

4. If a mechanic fails to complete a maintenance task before going off duty, he or she should

A. make no record in the log book until the work is actually completed.B. make a log entry as though the work was complete, then go back and finish it later.C. make a log entry detailing what portions of the job were and were not completed.D. never walk away from a task until it is finished.

5. The early pilot John McCurdy is associated with which country?

A. U.S.A. C. CanadaB. Great Britain D. Ireland

6. Moving the control column forward or backwards activates the

A. rudder. C. elevators.B. ailerons. D. flaps.

7. The ICAO is located in

A. the U.S.A. C. Canada.B. Great Britain. D. Belgium.

8. The first purpose built Avionics System was developed to aid in

A. control. C. communication.B. navigation. D. weapons system.

9. Which one of the following companies was started in Canada as a crown corporation?

A. de Havilland C. CurtissB. Pratt & Whitney D. Canadair

10. The document which authorized a specific model of aircraft to fly is called the

A. type approval. C. certificate of airworthiness.B. aircraft registration. D. operator’s license.

11. “Barnstormers” were

A. fighter pilots performing combat missions. C. aircraft inventors.B. anti-aviation demonstrators. D. stunt pilots.

12. Helicopters move forward by

A. tilting the rotor.B. increasing the rotor speed.C. increasing the pitch of the rotor blades.D. decreasing the pitch of the rotor blades.

Examination 25

13. Pratt & Whitney is associated with the production of

A. airplanes. C. aircraft engines.B. aircraft instruments. D. helicopters.

14. Transport Canada’s flight service stations are essentially

A. inspection headquarters. C. flight safety information facilities.B. emergency disaster relief services. D. licensing stations.

15. What does the manufacturer Kaman produce?

A. Small planes C. Large aircraftB. Helicopters D. Engines

16. In terms of number of civil aircraft registered, Canada’s world ranking is

A. first. C. sixth.B. second. D. tenth.

17. Avionics equipment is specifically covered by which category of AME license?

A. M C. SB. E D. P

18. Which one of the following is not a general duty of AME’s?

A. Charging systemsB. Mooring aircraftC. Repairing flight management systemsD. Refueling aircraft

19. The Airworthiness Manual

A. replaced the Engineering and Inspection Manual.B. is intended primarily for pilots.C. contains the Air Navigation Orders.D. is the main publication dealing with AME licensing requirements.

20. Without a tail rotor, a helicopter would

A. be able to fly, but at a slower speed. C. rotate in circles.B. suffer sagging of the tail. D. flip over.

Documents

Introduction to Canadian Aviation history