External Walkaround Flashcards
(16 cards)
What three documents must be present here for the aircraft to be deemed airworthy?
Standard Airworthiness Certificate
Registration Certificate
Radio Station Authorization (Fleet copy) [
What is this picture illustrating?
Is a writeup required if you found this on a walk around?
A damaged Standby Pitot Probe (S3). Yes, a new discrepancy must be entered in the eAML.
Are these tires acceptable? Why or why not?
Figure 2 No, the tread reinforcing ply is exposed wider than one inch at the fastest wearing location.
Figure 2 = Probably not, the tire appears to be worn to the bottom groove in the tread area beyond 1/8 the circumference of the tire. The wear mark is within wear limits, but not the baldness
When tire wear or damage meets or exceeds the following AMM criteria, Maintenance must be contacted: 200
The tire is worn to the bottom of any groove in the tread area to a maximum of 1/8 the circumference of the tire.
*
The top (outer) tread fabric reinforcing ply (cord) is exposed for a maximum of 1/8 the circumference of the tire and the tread reinforcing ply is exposed to a maximum of 1 inch wide at the fastest wearing location.
*
The tire is worn through the tread reinforcing plies to the undertread.
*
There is groove cracking, embedded objects, skid burns, sidewall cuts, cracks, bulges, blisters, or separation extending to or beyond the reinforcing ply.
When tire wear or damage meets or exceeds the following AMM criteria, Maintenance must be contacted: 700/900
CRJ 550/700/900
*
The fabric tread reinforcing ply (cord) is exposed for a maximum of 1/8 the circumference of the tire and the trad reinforcing ply is exposed to a maximum of 1 inch wide at the fastest wearing location.
*
The tire is worn through the tread reinforcing plies to the undertread.
*
There is groove cracking, embedded objects, skid burns, sidewall cuts, cracks, bulges, blisters, or separation extending to or beyond the reinforcing ply.
*
Airworthiness and continued operational limitations are determined by Maintenance
Are these fans blades acceptable? Why or why not?
No, several blades have damaged ends with sharp corners pointing outward. Maintenance would need to determine if within limits.
General Rules about the fan blades
The root of the fan blade is the most critical area. Any damage, deformation, or cracking found in this area must be reported immediately to Maintenance.
Sometimes the angle of view and lighting conditions combine to make a minor flaw in condition or contour appear as a major one. Try changing the lighting (flashlight) or viewing position before judging the blade condition.
Any damage or defect with sharp corners or visible cracks must be inspected by a mechanic prior to engine start. Depending upon individual circumstances, blades with this type of damage might be authorized for ferry flight.
What is this picture illustrating?
14th stage cowl anti-ice overpressure relief valve
Can the aircraft be flown in the previous condition?
Yes, if MEL “Exceptions & Operational Procedures” are observed.
Does this condition require a maintenance write up?
Yes
Is this condition acceptable for takeoff?
No
If not, what method would be acceptable for contaminate removal?
Manually removed from the engine inlet using brooms, soft hand scrapers, rubber scrapers, or heated air (no metal tools). Under no circumstance is it permissible to use deice/anti-ice fluid to remove frozen precipitation from the spinner, fan, inlet, or other engine components. Deicing fluid is used to clear contaminants from exterior engine cowling.
Delamination of a windshield is defined as the de-bonding of interlayer material from a glass ply which can be either transparent (clear) or translucent (milky white) when moisture ingress has occurred.
If delamination is noted on a windscreen, how much is acceptable before a write up is required?
Two inches from the edge of the windshield around the entire periphery with four inches of penetration in the corners.
Is a maintenance write up required when the
EFB securing device breaks?
No. The EFB securing device is not considered an aircraft component and must not be written up in the aircraft maintenance record
What four actions should be taken when the EFB securing device breaks and cannot be replaced?
A.
The PF must use the remaining securing device.
B.
During the critical phases of flight, the PM must stow their EFB in their pilot flight bag to prevent the device from becoming a flight hazard.
C.
The PM may use their EFB during non-critical phases of flight.
D.
The PM shall have printed paper copies of all necessary navigation documents for the flight segment(s) to be completed using the Jeppesen Trip Kit.
(SkyWest Online Flight Operations > Resources > Jeppesen Trip Kit)
What steps are required if the Captain has signed out of the flight and subsequently the First Officer finds something wrong during the post flight external inspection?
The Captain reactivates the flight via FlightView and records the mechanical irregularity in the eAML. Maintenance determines the action required to correct or defer the mechanical irregularity. Once complete, the PIC must again close out the flight.
