The ICA must contain a separate and clearly distinguishable section titled “Airworthiness Limitations.” Within this section are mandatory replacement times, structural inspection interval, and related inspection procedures.

All of this is included in the initial release of documents when the aircraft is delivered. However, over the course of the life of an aircraft, various modifications can and often do occur. Whether these are as simple as a new cabin to galley sliding door, or as complex as a navigation related STC, any major alteration requires that this type of maintenance data be provided to the owner, so that subsequent maintenance, inspection, and repair can be properly accomplished. As aircraft and their systems become more and more complex, and society continues its preoccupation with litigation for every incident, it is imperative that the technician have the right information, that it is current, and that they have the proper tools, including those required for any special inspection, and correct replacement parts. If any one of these items is required, and the technician does not have it accessible, they are in violation of 14 CFR sections 65.81(b), 43.13(a), and 43.16 if they attempt to return the aircraft to service.

Manufacturers may provide this required information in a variety of different manuals:

After 1978, the POHs generally took on both roles.

The AMM is focused on the entire aircraft and provides the “big picture” for the maintenance technician. It provides information concerning the maintenance, including troubleshooting and repair, of the aircraft and systems on the aircraft.

The CMM, on the other hand, is focused on a specific item or component, such as hydraulic pump, generator, or thrust reverser. It provides the bench mechanic with detail troubleshooting information and usually serves as an overhaul manual giving details for disassembly, cleaning, inspection, repair as necessary, reassembly, and testing in accordance with approved standards and technical data accepted by the Administrator. Refer to 14 CFR part 43 section 43.2(a). When maintenance is done according to the CMM, the technician must always include the appropriate references in the maintenance record entry required by 14 CFR part 43, section 43.9 or 43.11.

Throughout the life of a product (whether TC’d or not), manufacturing defects, changes in service, or design improvements often occur. When that happens, the OEM frequently uses an SB to distribute the information to the operator of the aircraft. SBs are good information and should be strongly considered by the owner for implementation to the aircraft. However, SBs are not required unless they are referred to in an AD note or if compliance is required as a part of the authorized inspection program. Refer to section 14 CFR part 39, 39.27.

As the name implies, this manual carries detail information for the technician concerning an aircraft’s primary and secondary structure, criteria for evaluating the severity of the detected damage, determining the feasibility of a repair, and alignment/inspection information. This manual is usually a separate manual for large aircraft. On small aircraft, this information is often included in the AMM.

In addition to the registration certificate that indicates the ownership of an aircraft, an airworthiness certificate indicates the airworthiness of the aircraft. AC 21-12, Application for U.S. Airworthiness Certificate, FAA Form 8130-6, is a comprehensive guide for the completion of the application form for this certificate. There are two certificates: standard [Figure 2-20]

emental type certificates (STCs).