1

ENGINEERING DRAWING, DIAGRAMS AND STANDARDS

The purpose of an engineering drawing is to record and convey

the designers requirements to other, interested, people. The
drawing must, therefore, include sufficient information to enable
production planning, manufacture, assembly, testing, inspection
and subsequent maintenance of the particular component or
assembly to be achieved in the most cost-effective manner.

So that there can be no misrepresentation of drawings, it is

essential that the person preparing the drawing and those using
the drawing should have a knowledge of the methods of
presentation symbols, terms, and abbreviations, used in the
preparation of an engineering drawing.

This section is not intended as a standard for the production of

drawings, but should be regarded as a general guide to drawing
procedures and interpretation.

The reference for drawing practices, in the United Kingdom, is

that produced by the British Standards Institution, (BSI), in their
publication BS 308. There are other standards available, which
supplement BS 308, such as the Society of British Aerospace
Companies (SBAC) Technical Specification (TS) 88.

Companies, that have design approval from the CAA or the JAA,
can modify these standards to suit their own particular drawing
requirements. They must, however, publish their preferred
standards of drawing, to obtain the approval of their National
Aviation Authority (NAA).

1.1 TYPES OF DRAWING

There are four main types of drawings recommended by the BSI,
although there are many other types and sub-types of drawing
used at different times.

The main drawing types are the:

Single-part: unique parts or assemblies

Collective: parts or assemblies of similar shape, but of different
dimensions
Combined: complete assemblies, including all individual parts
on a single drawing
Constructional: assembly drawing with sufficient dimensional
and other information to describe the component parts of a
construction.
A complete set of drawings for an aircraft, and any documents or
specifications referenced on the drawings, represents a complete
record of the information required to manufacture and assemble
that aircraft. The manner, in which a set of aircraft drawings is
arranged, enables any particular component, material, dimension,
procedure or operation to be traced.

Drawings of individual parts contain all the information necessary

to enable the parts to be manufactured to design requirements.
The material specification, dimensions and tolerances, machining
details and surface finish, and any other treatment required,
would all be specified on the drawings.

Sub-Assembly drawings are issued to convey specific information

on the assembly of component parts. When the method of
assembly involves welding or a similar process, the drawing will
include details of any heat treatment or anti-corrosive treatment
that may be necessary. Sub-assembly drawings are sometimes
issued in connection with spares provisioning and also in
instances where assembly would be difficult without special tools,
jigs or techniques.
Installation drawings are issued to clarify the details of external
dimensions and attitudes of components, locations, adjustments,
clearances, settings, connections, adapters and locking methods
between components and assemblies.

A main General Arrangement (GA) drawing of the aircraft and GA drawings

of main assemblies and systems are also provided. These drawings usually
contain overall profile particulars only, with locations and references of the
associated main assembly and installation drawings. They also provide a
guide to the identification of drawing groups used by the particular design
organisation.
Main Assembly drawings may also contain profile particulars only,
but will include the information required for the assembly of
individual parts of sub-assemblies. The sequence of assembly is
given where appropriate but the information contained in singlepart or sub-assembly drawings is not repeated. Parts, as such, are

referenced but, in the case of sub-assemblies, only the subassembly will be referenced and not its individual parts.

There are a number of other drawings, which are used to display

alternative views of a component, or to show where that
component appears in a system, while pictorial diagrams or
charts, are used, to show complete or part representations of
functional systems such as hydraulic and electrical systems.

1.2 METHODS OF DRAWING SOLID OBJECTS

Several methods are employed in representing three-dimensional,
solid objects on the flat surface of a sheet of paper (or of other
materials, used in producing engineering drawings). The two
common methods, used to depict components, in drawings, are
by:

Pictorial Projections
Orthographic Projections.

Parallel Perspective Projection

Pictorial
Projections
1.2.1 Pictorial
Projections
Fig. 1
Front
45 or 30

Oblique

Pictorial Projections provide a three-dimensional, single image of

the object, as if it were being viewed, in perspective, by eye (in a
Side
similar manner to a painting
Isometric or a photograph).

The main types of pictorial projections (refer to Fig. 1) may be

considered as the Perspective Projection, Oblique Projection and
Isometric Projection.

A Parallel Perspective Projection is when one of the principal faces

is parallel to the picture plane.

Whilst perspective and oblique projections are not normally, used in aircraft
engineering drawings, they may sometimes, be used in Maintenance or
Overhaul manuals, to provide initial images of uncomplicated components
or to portray a general view of a constructional assembly.
Isometric projections are the types mostly used for sketches and for the
majority of images in Maintenance and many other manuals, used in
aircraft servicing.

1.2.2 Orthographic Projections

Orthographic Projections are the types mainly used in the
production of aircraft (and most other) engineering drawings of
components and structures. They are drawn as if the viewer is
infinitely remote from the object and rays (or projectors) lead out
from the object so that the projection lines of opposite sides
appear to be parallel.
This method of projection provides a two-dimensional view of only
one surface of the object. This means it must have multiple views
(usually three, but there can be as many as six) of the relevant
surfaces (drawn on three mutually perpendicular planes) to
provide an accurate depiction of the whole object.

There are two conventions, used for orthographic projections

(refer to Fig. 2), and they are:

The older First Angle Projection

The more recent Third Angle Projection.

Side View

Plan View

Front View

Front View

Plan View
FIRST ANGLE PROJECTION

Orthographic Projections
Fig. 2

Side View

THIRD ANGLE PROJECTION

The First Angle projection is being used when the truncated end of
the cone is viewed and the two concentric circles are drawn at the
remote end of the cone.

In the same way, the surface of interest (of the object) is drawn
remote from that surface in First Angle projections.

Third Angle projections show the surface of interest drawn

adjacent to that surface, in the same manner that the two
concentric circles are drawn adjacent to the truncated end of the
cone.

Note; It is possible, on some drawings, to find the cone reversed

(end for end), but the location of the two concentric circles,
relative to the truncated end, will always provide the information
as to how the drawing is to be read.

1.2.3 Sectional Views

When it is necessary to show the internal construction or shape of
a part, a sectional view is used. The four main types of sectional
views are the:

Revolved Section
Removed Section
Complete Section
Half Section.

If only the shape of a part needs to be shown, it is drawn with

either a revolved or with a removed section (refer to Fig. 3). The
symbols, used for sectioning, indicate where the object has been
cut or sectioned and also indicate from whichever direction the
section is to be viewed.
A

A-A

A
Revolved Section

Revolved and Removed Sections

Fig. 3

Removed Section

The Revolved Section view is often used to illustrate simple items

with no interior parts. Basically, a revolved section shows how a
part is sectioned and revolved to illustrate it from a different view.

The Removed Section view is also used to illustrate simple

objects. However, to do this, the object is cut, by a cutting plane
line, and a section is removed to illustrate another angle.

Section (or Hatching) lines help to enhance the clarity of the

sectioned view and are, conventionally, drawn at 45 to the axis
of the section.

Dissimilar metals, other materials, or adjacent parts of similar

materials, within the section, are indicated by the hatching lines
being drawn in different directions or with different spacing
between the lines.

The usual spacing between hatching lines is, preferably, not less
than 4 mm, with the exception of small areas where they are
usually not less than 1 mm apart.

Assemblies of multiple parts are often shown in Complete or in

Half Section views (refer to Fig. 4). The complete section view
makes it easier to identify individual parts within an assembly
(particularly where the assembly is more complex).

Sometimes it helps to be able to see the outside of the item being

sectioned, and, if the inside of the component is symmetrical,

unnecessary detail can be omitted from the view. Both of these

situations are overcome by half-sectioning the component.
Complete Section
Complete and Half Sections
Fig. 4

Half Section

1.2.4 Exploded Views

Illustrated Parts Catalogues often make use of exploded views, to
show every part of an assembly. In this type of drawing, all parts
are, typically, in their relative positions and expanded outward.
Each part is identified, both by its physical appearance and by its
reference number, which is used on the Parts List. An exploded
view drawing can be of great assistance, when dismantling and
re-assembling a complex component.

1.2.5 Drawing Lines, Symbols and Abbreviations

Table 1 shows some of the types of line used in most drawings (as
laid down in BS 308). The lines are designed to ensure that
interpretation is clear at all times.

Table 1
LINE TYPES (EXTRACT FROM BS 308)
Type

Description

Width
(mm)

Application

Continuous
(Thick)

0.7

Visible outlines and

edges.

Continuous
(Thin)

0.3

Fictitious outlines and

edges, dimensions
and leader lines,
hatching, outlines of
adjacent parts and
revolved sections.

Continuous
irregular (Thin)

0.3

Limits of partial views

or sections when the
line is not on axis.

Short dashes
(thin)

0.3

Hidden outlines and

edges.

Chain (Thin)

0.3

Centre lines and

extreme positions of
moveable parts.

Chain (thick at
ends and
changes of
direction, thin
elsewhere)

0.7

Chain (Thick)

0.7

Cutting Planes.

0.3
Indicates surfaces
which have to meet
special requirements

The width of the lines, shown in Table 1, relates to the width of the nibs of
the pens which are used to complete drawings that are produced in design
departments or in drawing offices. These widths are only approximate and
will change as soon as the drawing is photocopied.
Some drawings may be completed by pencil and then the lines are
differentiated by the use of pencils, the leads of which possess varying
degrees of hardness, so that the softer leads create a blacker line while the
feinter lines are drawn, using a harder pencil.

The lines, used for basic dimensioning (refer to Fig. 5), are
depicted, using a standard format, which permits commonality
between draughtsman and engineer.
Dimensions are usually shown so they can be read when the
drawing is held on the bottom or right hand edge. This is done to
reduce the number of times a drawing is handled and, thus,
potentially increases its working life.

90
6 12

50
90

80

70

30

3
35

25
Dimensioning Examples
Fig. 5

In order to save time and space, when compiling a drawing,

abbreviations and symbols, as found in BS 308, can be used.

Capital letters are normally used to ensure clarity, but lower case
letters may be found when it is deemed appropriate.

Machining symbols, for example (refer to Fig. 6), indicate the type
of surface finish that a component requires.

Type of surface finish

Value of surface finish
(mm)

Lap
0.08

Lap
0.08
Surface to be machined

Typical Machining Symbols

Fig. 6

1.2.6 Conventional Representations

Common features, which may appear several times on a drawing,
are seldom drawn in full, since this would take up space and time
unnecessarily. Table 2 shows how some of these features are
illustrated by conventional representations, which are listed in BS
308.

Table 2
TWO EXAMPLES OF CONVENTIONAL REPRESENTATIONS
Title

External screw threads (detail)

Holes in a linear patch

Convention

1.2.7 General and Geometric Tolerances

A general tolerance is usually given for all dimensions on a
drawing. Where general tolerances are inadequate or restrictive,
an individual tolerance may be given to a dimension.

Tolerances (as discussed in Workshop Practices) may be

expressed by quoting the upper and lower limits, the nominal
dimension or the limits of tolerance above and below that
dimension.

Geometric Tolerances are used where it is sometimes necessary

to place tolerances both on geometric features and dimensions, in
order to control the shape of a part adequately. A recommended
system can be found in the BS 308.

This is information usually required during manufacture.

15.0

1.3 DRAWING IDENTIFICATION SYSTEM

An aircraft engineering drawing (refer to Fig. 7), must certain
data, which is used to prove its validity (and legality). All
alterations to drawings must be made in accordance with a
drawing amendment system, which will ensure amendment to
design records. If an alteration is made, a new issue number and
date must be allocated to the drawing.

To comply with legislation, procedures must be introduced to

progressively amend the total definition of the product in terms of
its associated list of drawings at specific issues. Each particular
variant of a product and its state of modification must be
identifiable in relation to the appropriate list of drawings.
R5

10.0
60.0
115.0

The following details indicate some of the items of information

that might be found on a conventional drawing.

1.3.1 Title Block

The title block is generally pre-printed and contains the essential
information required for the identification, administration and
interpretation of the drawing. It is recommended that the title
block should be at the bottom of the sheet with the drawing
number in the lower right hand corner.

Adjacent to this drawing number should be the title and issue

(alteration) information. For convenience, the drawing number
may appear elsewhere on the drawing, usually inverted so it can
be read whichever way it is filed.

1.3.2 Drawing Number

No two drawings should bear identical drawing numbers and a
design office should maintain a register of all drawings issued.
The Drawing Number may refer to elements such as the project
identity, the group breakdown, and the individual register
number. Except for repair drawings, the Drawing Number is also
generally the Part Number.

1.3.3 Handed Parts

Drawings of handed parts usually have the left-hand, upper, inner
or forward part drawn. This item is allocated the odd number, with
the opposite hand the consecutive even number. The drawing
sheet bears the legend AS DRAWN and OPP HAND in the item
quantity column. Where necessary the handed condition is
indicated by a local view or annotation.

1.3.4 Sheet Numbers

Where a complete drawing cannot be contained on a single sheet,
successive sheets are used. The first sheet is identified as SHEET
1 of X SHEETS, as applicable and subsequent sheets by the
appropriate sheet number. Where a Schedule of Parts (Parts List),
applicable to all sheets, is required, it appears on Sheet 1.

1.3.5 Drawing Changes

Change to a design drawing, with the exception of minor clerical
corrections, is usually accompanied by a new issue number and
date. New parts added to the drawing, or drawn on parts
affected by the change, take a new issue number, and parts,
which are not affected, retain the original issue number. In all
cases where interchangeability is affected, a new Drawing
Number and Part Number are allocated.

Details of the drawing changes are recorded in the appropriate

column on the drawing, or recorded separately on an Alteration
Sheet, which is referenced on the drawing.

The issue number may, sometimes, be represented by a letter.

Some organisations use alphabetical issues for prototype aircraft
drawings and numerical issues for production aircraft drawings;
thus all drawings of a prototype aircraft become Issue 1 when
production commences.

An alteration to a single part drawing may also result in changes

to associated drawings, and it may be necessary to halt
manufacture or assembly of the product. The Drawing Office
system usually makes provision for the proper recording of
drawing changes, by publishing concurrently with the re-issued
drawing, an instruction detailing the effects these will have on
other drawings, on work-in-progress and on existing stock.

As a further safeguard, some organisations publish Drawing

Master Reference Lists, which give details of the current issues of
all drawings which are associated with a particular component or
assembly.

1.3.6 Part Referencing

Every item called up on a drawing is given an item number, which
is shown in a balloon on the face of a drawing. No other
information is given in, or adjacent to, the balloon, with the
exception of information necessary for manufacture or assembly,
such as equally spaced or snap head inside. A Schedule of Parts
is, normally, also included.

Materials such as locking wire and shimming, which are available

in rolls and sheets, will be detailed by specification number in the
Part No column and the quantity will be entered as As Required
or A/R.

1.3.7 Validation of Modification/Repair Drawings

When a modification or a repair is required to be embodied into
an aircraft structure or component part, it usually necessitates the
use of a working drawing to assist with the work.

To ensure the authenticity (and legality) of the drawing, it should

bear a Validity stamp (using red ink) which is applied by the
issuing department.

The stamp consists of the authorisation stamp and signature of

the issuing person and the date on which the drawing is obtained
from the issuing department. In addition the stamp should bear
the words VALID TIL: followed by a second date.

The additional date will be that of the date of the next scheduled
revision (usually Quarterly January, April, July, October or
similar) to the relevant manual or document from which the
working drawing has been copied.

Working drawings must not be used beyond their validation date,

but must be returned to the issuing department for checking and
re-validation before use.

1.3.8 Summary of Recommended Drawing Information

Table 3 provides a fairly comprehensive summary of the
recommended basic and additional information, which is likely to
be found on typical aircraft engineering drawings.

Table 3
RECOMMENDED BASIC AND ADDITIONAL DRAWING INFORMATION
Recommended Basic Drawing Information
Company
Logo etc.)

Identifier

(Name, Drawing number

Copyright clause

Descriptive
part/assembly

title

of

Date of drawing

Units of measurement

Issue information

General tolerances

Projection symbol

Original scale

Sheet number

Warning: DO NOT SCALE

Number of sheets

Grid or zoning system

Validation stamp for working Signature(s)

drawings
Recommended Additional Drawing Information
Material and specification

Treatment/hardness

Surface texture

Finish

Screw thread forms

Tool references

Sheet size

Gauge references

Print-folding marks

Reference

to

drawing

standards
Supersedes

Equivalent part

1.4 AUXILIARY DIAGRAMS AND CHARTS

In addition to the conventional Engineering Drawings, uses are made of
other diagrammatic means of presenting information, for specific purposes,
during maintenance operations. These auxiliary diagrams can include:

Electrical Wiring Diagrams

Component Location Diagrams
Schematic Diagrams
Block Diagrams
Logic Flowcharts.

1.4.1 Electical Wiring Diagrams

Electrical wiring diagrams are included in most aircraft
maintenance manuals and they will specify details such as the
size (gauge) of the wires and the types of terminals used for each
application. Wiring diagrams, typically, identify each component
within a system by its part number, (and sometimes by its serial
number), and will include any changes that were made during a
production run of an aircraft.

There are several types of electrical wiring diagrams. Some

diagrams show only one circuit while others show several circuits
within a system. More detailed diagrams show the connection of
wires at splices and junction boxes in addition to the arrangement
of components throughout the aircraft.

On modern aircraft, wiring diagrams can vary from a single page

diagram (applicable to a light aircraft, for example), to those of a
modern jet airliner, which might need to have many dozens of
wiring diagrams to give each system and sub-system enough
clarity to make them useful.

Because some aircraft have very complex electrical and electronic

systems, a separate Wiring Manual is often produced. The Wiring
Manual can include full wiring diagrams, component location
diagrams, and schematic diagrams to provide a system overview
(which show all connections to the components etc.) to assist in
trouble shooting.

1.4.2 Component Location Diagrams

In a Component Location Diagram (refer to Fig. 8), components,
within a specific system, are shown as they actually appear, and
not as symbols or as cut-aways.

This simplifies understanding of the overall system operation.

Electrical Power Receptacle

1.4.3 Schematic Diagrams

Schematic diagrams can be found in maintenance manuals to
represent and give information on aircraft systems such as
electrical, hydraulic, pneumatic, lubrication, air-conditioning, and
pressurisation, and also to provide details for engine and (where
applicable) propeller operation.

Coloured diagrams are not used in maintenance manuals, but a

system of hatching and shading is normally used to indicate how
the system functions.

A typical electrical system schematic diagram (refer to Fig. 9), is

used to give an overview of the complete aircraft system so that
maintenance and diagnosis can be initiated. The diagram may
show sources of electrical power and the distribution of that
AC Ext
DC Ext
1 wide range of
Gen 2
power Gen
to a
bus-bars. Each sub-system would have
an additional diagram, showing the circuits, in detail, from those
bus-bars.
Automatic AC Bus Transfer System
AC Bus 1

TRU 1

AC Bus 2

Battery Charger 1

TRU 2

Battery Charger 2

Battery 1

Batt Bus 1

Battery 2

Batt Bus 2

DC Bus Transfer System

Typical Electrical System Schematic Diagram

Fig. 9

1.4.4 Block Diagrams

Due to the complexity of electrical and electronic diagrams, a
Block Diagram (refer to Fig. 10) may be used to assist in certain
tasks, such as trouble shooting, because the purpose of trouble
shooting is merely to locate the faulty module, rather than to
check it out internally.

The blocks can represent components, circuit boards, or

replaceable modules.
Loudspeaker

Simple Block Diagram

Fig. 10

1.4.5 Logic Flowcharts

Logic Flowcharts provide another aid to trouble-shooting, by
representing the mechanical, electrical or electronic action of a
system without expressing the constructional or engineering
information.

A simple Logic Flowchart (refer to Fig. 11) can be used (by

following the arrows through the sequence), to detect faults in an
operation and to provide solutions for correcting the faults.

Start

No
Obtain correct size drill

Is drill size correct?

Yes
Secure drill in chuck

No
Adjust drill speed

Is drill speed correctly set?

Yes
Align and secure work in clamp

Drill hole

Finish

Simple Logic Flow Chart

Fig. 11

1.5 MICROFILM, MICROFICHE AND COMPUTERISED PRESENTATIONS

Due to the increased complexity of modern aircraft, the amount of
information needed, within the Maintenance, Spares and Repair
manuals, has grown to an enormous extent.

For example, the Maintenance manuals, for one modern aircraft

alone, consist of twenty volumes, each of which would be more
than 76 mm (3 in) thick.

To compress even greater amounts of data, other media are

utilised, to make the information more easily available to aircraft
servicing technicians. These include:

Microfilm
Microfiche
Computers (CD-ROM).

1.5.1 Microfilm
This method entails one publication being reproduced, on a roll of
film and contained in a special cartridge case, approximately
three inches (76 mm) square. The pages are sequentially copied
onto the film and wound upon a drum, within the cartridge case.

A microfilm Reader (a projector) is used, to wind the film through

a gate and display a single page of text/drawing upon a screen,
which is large enough to enable the text and illustrations to be
read and understood.

Because of the condensing of the hard copy books into a small

space; a complete set of maintenance manuals can, thus, be
contained in a small number of microfilm cartridges which can be
stored close to the Reader.

A number of these projectors are provided with a printing facility,

that allows the person, reading the film, to print a copy of any
sheets which contain information that is required away from the
machine. All copies, removed from the microfilm reading room,
must be used once only, and not retained for later work. This
practise ensures that amendments and updates are not missed.

1.5.2 Microfiche
A similar process to microfilm, with the exception that many
pages of the manuals are reproduced on one clear sheet of film,
measuring approximately 100 mm x 150 mm (4 in x 6 in). Each
sheet is capable of storing a large number of pages (over 100) of
text/drawings and takes up very little space.

The Reader is similar to the microfilm Reader except that the film
slide is moved about, beneath the viewing lens, until the relevant
page appears upon the screen.

By simply pressing a button on the machine, a photocopy of the

page being viewed can be produced for remote use and, once
again, any copies should not be retained for future use.

Amendment of both this and the microfilm system is by direct

replacement, with local disposal of the unwanted items.

1.5.3 Computer CD-ROM

The use of computers, with respect to aircraft maintenance
manuals, (and other publications), has the primary advantage of
the huge amount of information that can be stored on one
Compact Disc (CD).

A single computer, located within a maintenance facility, could

have all the necessary publications (such as the Maintenance
Manual, Illustrated Parts Catalogue and Wiring Diagrams), for the
relevant aircraft type, held on one CD.

As with the other two systems, there should be the facility to print
the necessary information required with, of course, the limitation
that the information is only valid on-the-day, and must not be
used for repetitive jobs.

Updating of computer-based systems is by the simple

replacement of the relevant CD-ROM, although there may be
intermediate amendments.

1.5.4 Supplementary Information

It is important that only the current issue, of whichever system is
in use, is supplied to servicing technicians. This means that the
amendment procedures must be carefully monitored (and
especially the disposal of the out-dated material). The new
amendments come with a Letter of Transmittal, from the
relevant authority, in exactly the same manner as they do with
the hard copy technical publications.

Because of the need to dispose of large amounts of information,

whenever even a minor update or amendment is carried out, it is
normal to produce Supplementary Information in hard copy form,
as an intermediate source of current information. These issues are
in addition to either the film/fiche/CD-ROM systems in use and
must be not only carefully monitored, but also well publicised.

This ensures that the technicians know that the information,

contained in the system they are using, could, possibly, contain
small items of out-of-date information.

1.6 AERONAUTICAL STANDARDS

A standard is variously defined as:

Something, established for use as a rule, or

comparison, in measuring or judging capacity,
content, extent, value or quality, or a level or
excellence
Any measure of extent, quality or value, established
law, or by general use, or by consent.

basis of
quantity,
grade of
either by

In the normal performance of their duties, technicians can find a

wide array of standards, establishing the characteristics of the
materials and components that they encounter in their day-to-day
work of maintaining and repairing aircraft.

1.6.1 Air Transport Association Specification No. 100

Since 1 June 1956, the Air Transport Association of America (ATA),
has used a specification, to establish a standard for the
presentation of technical data, by aircraft, engine or component
manufacturers, that is required for their respective products.

This specification is known as ATA Specification No.100 (ATA 100),

and its two Chapters clarify the general requirements of the
aircraft industry, with reference to the coverage, preparation and
organisation of all technical data.

Chapter 2 of the ATA 100 covers policies and standards applicable

to specific manuals and it details the names and contents of the
various manuals that must be prepared by the manufacturer.
Such manuals include the:

Aircraft Maintenance Manual

Wiring Diagrams
Structural Repair Manual
Aircraft Illustrated Parts Catalogue
Component Maintenance Manual
Illustrated Tool and Equipment Manual
Service Bulletins
Weight and Balance Manual
Non-Destructive Testing Manual
Power Plant Build-up Manual
Aircraft Recovery Manual
Fault Reporting and Fault Isolation Manuals
Engine Manual
Engine Illustrated Parts Catalogue.

Chapter 1 of the ATA 100 covers policies and standards applicable

to all publications and provides a uniform method for arranging
technical material, within the relevant publications, in an effort to
simplify the technicians problem in locating instructions and
parts.

In the Arrangement of Material section, in Chapter 1 (1-2) of the

ATA 100, the standard details the use of a three-element identifier
number. Each element of the identifying number consists of two
digits. The first element is designed to provide identification of all
topics or systems, within the respective manuals, by reference to
specific Chapters. The second element identifies sub-systems
(sub-topics) as Sections, while the third element identifies
associated sub-sub-systems (sub-sub topics) as Subjects.

Table 4 illustrates an example of how the ATA 100 numbering

system (in this instance using numbers ranging from 27-00-00 to
27-31-14) is used, to identify the material which is covered at
particular locations within a typical Maintenance Manual.

Table 4
EXAMPLE OF ATA 100 NUMBERING SYSTEM
First
Element,
Chapter

Second
Element,
Section

Third
Element,
Subject

(system)

(sub-system) (unit)

Coverage

27

00

00

Material
which
is
applicable
to
the
system as a whole (in
this
instance
Flight
Controls).

27

31

00

Material
which
is
applicable to the subsystem as a whole (in
this instance Elevator
and
Tab
Control
System).

27

31

00

Material
which
is
applicable to the subsub-system as a whole.
This number (digit) is
assigned
by
the
manufacturer.

27

31

14

Material applicable to a
specific unit of the sub-subsystem
(Elevator
Feel
Computer). Both digits are
assigned
by
the
manufacturer

The subject is broken down yet further into Page Blocks to

provide maintenance personnel with more detailed information on
specific topics (or sub-topics) which relate to the Subject material.

Table 5 shows an example of a Page Block system along with the

topics and sub-topics, which are allocated to the relevant Page
Block numbers.

Table 5
EXAMPLE OF ATA 100 PAGE BLOCK NUMBERING SYSTEM
Topic or sub-topic

Page Block

Description and Operation

1 to 100

Trouble-shooting
Maintenance
brief)

Practices

101 to 200
(if

(Otherwise) Servicing

201 to 300
301 to 400

Removal/Installat

401 to 500

Adjustment/Test

501 to 600

Inspection/Check

601 to 700

Cleaning/Painting

701 to 800

Approved Repairs

801 to 900

ion

Note: The word EFFECTIVITY - which may appear on the left hand
side of the bottom of a page is used to identify the aircraft serial
number, or manufacturers serial number (MSN), or aircraft model
to which a particular Subject topic may refer and those numbers
will be shown. If the word ALL appears adjacent to the
EFFECTIVITY then the information concerns all types of aircraft (or
components), regardless of any serial numbers.

Chapter 1 of the ATA 100 also details the policies and standards
applicable to all publications with reference to the:

Physical Requirements: Format of media (Paper, Film, Page

layout/numbering etc.) and Indexing (List of Effective Pages
[LEPs], Table of Contents [TOC], Text, Divider Cards, Sequence,
etc.)
Issuance and Revision Service
Aircraft and Engine Zoning: Access Door, Port, Panel and Area
identification.
Many airlines and similar companies also organise their spare
parts in stores departments under the relevant ATA specification
numbers and, irrespective of the aircraft type, information on
similar components will be found in the same Chapter and
Section. A complete table of the ATA numbering system, subsystem and titles, allows the technician to establish, precisely,
where the information required can be found in the respective
manuals.

1.6.2 International Organisation for Standardisation (ISO)

This is an international organisation, which has representatives
from each member country, usually consisting of that countrys
own standardising organisation.

1.6.3 British Standards (BS)

These are controlled by the British Standards Institution (BSI) and
are the recognised body for the preparation and promulgation of
national standards and codes of practice. The BSI represents the
United Kingdom on matters pertaining to ISO.

1.6.4 Military Standard (MS)

This standard was developed by the military, and has found its
way into all aspects of aviation. The MS (also MIL) standard has,
all but, replaced the AN system and, in many cases, former AN
parts are now being produced as MS or MIL parts.

The suffix usually consists of a letter, which identifies the item (R

for rivet, S for steel, C for cable, etc.), and a serial number. These
standards apply both to hardware and materials. For example,
MIL-C-5424 is a standard 7 x 19, aircraft cable, made of carbon
steel.

1.6.5 Air Force and Navy (AN)

The AN system is one of the most widely used standards in
aircraft hardware. It was developed, together with the MS system,
by the US military to ensure quality and uniformity. Items
manufactured to this standard are not limited to the military and
are found in all classifications of aircraft.

1.6.6 National Aerospace Standard (NAS)

Items of hardware used within military aviation, which have been
proven satisfactory by the aerospace industry, can be granted a
NAS designation.