CAAP AMT Knowledge Exam cheat sheet

CAAP issues Philippine Civil Aviation Regulations (PCAR) modeled on ICAO Annexes; PCAR Parts 1-13 cover definitions, personnel licensing, airworthiness, operations, and schools.

Aircraft maintenance organizations are certificated under PCAR Part 145, which requires an approved maintenance organization exposition, a quality system, and trained, qualified personnel.

An Airworthiness Certificate remains valid only while the aircraft conforms to its type design and is in a condition for safe operation; maintenance and inspections must be recorded accordingly.

PCAR Part 66 covers aircraft maintenance engineer licensing: ratings by category (A, B1, B2, C), experience requirements, and type ratings endorsed after assessment.

Maintenance records must be retained and made available to CAAP: logbook entries identify work performed, date, and the certifying person's license number.

A Certificate of Registration is issued by the CAAP Aircraft Registration Division; change of ownership requires re-registration and records of any liens.

Major repairs and alterations require approved data (STC, repair scheme, or design approval) and a Form 337-type submission before return to service.

Continuing airworthiness is managed through an approved maintenance program; Airworthiness Directives issued by the state of design are mandatory and must be tracked for compliance.

CAAP surveillance includes ramp inspections and audits; findings are categorized and must be closed within the stated corrective action period.

Weight and balance uses datum-referenced arms: moment = weight × arm; total moment divided by total weight gives the center of gravity (CG) position.

Empty weight includes airframe, engines, fixed equipment, unusable fuel, and full oil; it excludes usable fuel, payload, and crew unless otherwise defined.

Maximum takeoff weight, maximum landing weight, and maximum zero-fuel weight are separate limits; zero-fuel weight excludes usable fuel.

CG limits are expressed as a range in inches from the datum or as a percentage of mean aerodynamic chord (%MAC); conversion uses the leading edge and chord length.

Weight shift formula: weight moved ÷ total weight = change in CG ÷ distance moved; used to compute ballast or equipment relocation effects.

Adding or removing weight moves the CG toward or away from that weight's arm: ΔCG = (weight added × (arm − original CG)) ÷ new total weight.

Fuel burn changes weight and moment continuously; compute landing CG using fuel remaining, not takeoff fuel.

Standard weights for crew, passengers, and baggage are defined by regulation; actual weights must be used when standard weights do not apply.

Loading must remain within both weight and CG envelope for takeoff, in-flight, and landing; an out-of-limit condition requires redistribution before flight.

2024-T3 aluminum: copper-magnesium alloy, high strength, good fatigue resistance; 7075-T6 contains zinc and is stronger but less corrosion resistant.

Alclad material has a pure aluminum surface layer for corrosion protection; scratches through the cladding remove that protection and require treatment.

AN bolts are identified by head markings and are used in tension applications; NAS bolts are closer-tolerance and used where fatigue or shear criticality demands.

Torque values depend on bolt diameter, thread, and lubrication; use the manufacturer's table and account for running torque on self-locking nuts.

Safety wire must be installed so that tension pulls the fastener clockwise (tightening direction); use double-twist, 6-8 twists per inch, and 3-6 turns at the end.

Cotter pins must fit the hole with the head seated, and the prongs must be bent to secure the part without contacting moving surfaces.

Rivets are selected by diameter, grip length, and material; the shop head diameter should be about 1.5 times the shank diameter and height about 0.5 times.

Micrometers measure outside dimensions to 0.001 inch; vernier calipers read to 0.001 inch; telescoping gauges transfer bore dimensions for micrometer measurement.

Torque wrenches must be calibrated and used within their rated range; extensions perpendicular to the handle do not change torque, but crowfoot extensions do.

Lockout/tagout: disconnect and tag power sources, and verify de-energization before working on electrical or hydraulic systems.

Fuel vapor is explosive; ground the aircraft and equipment, bond containers, and eliminate ignition sources during fueling and defueling.

FOD prevention: inventory tools before and after work, use tool control, and inspect engine intakes and bays before closing panels.

Maintenance documentation must record the work performed, reference data used, and the certifying signature; work not recorded is not considered complete.

Use the applicable maintenance manual, service bulletin, or airworthiness directive as approved data; do not substitute unapproved procedures.

Hydraulic fluid under pressure can penetrate skin; relieve pressure before opening lines and use proper PPE and eye protection.

Run-up and engine ground test areas require chocks, cleared prop/jet blast zones, fire extinguisher, and a qualified person at the controls.

Composite dust and solvent vapors require ventilation and respiratory protection; follow SDS requirements for all chemicals.

Shift handover should include open work orders, deferred items, and any aircraft configuration changes to prevent missed steps.

Primary structure carries flight and ground loads; secondary structure supports systems and fairings; fail-safe design uses redundant load paths and crack arrest features.

Semimonocoque construction uses skin, stringers, and frames; the skin carries shear and tension while stringers and frames stabilize it against buckling.

Stress corrosion cracking occurs in high-strength aluminum under sustained tensile stress and corrosive environment; inspection focuses on fittings and holes.

Hydraulic systems use reservoirs, pumps, accumulators, relief valves, and selector valves; accumulators damp pressure surges and store energy for emergency use.

Landing gear must include a downlock and an aural/visual warning for gear-up landing with flaps retracted; squat switches prevent gear retraction on the ground.

Flight control rigging checks cable tension, travel limits, and neutral positions; incorrect rigging causes asymmetric control and excessive loads.

Pressurization systems use outflow valves to regulate cabin altitude; a cabin pressure controller schedules differential pressure within structural limits.

Ice and rain protection includes pneumatic deice boots, thermal anti-ice, and electrical heaters; each has specific inspection intervals for bonding and continuity.

Corrosion inspection uses the manufacturer's corrosion prevention and control program; remove corrosion, treat, and restore protective coatings.

Brayton cycle: compression, constant-pressure combustion, expansion, and exhaust; thermal efficiency rises with pressure ratio and turbine inlet temperature.

Reciprocating engine power depends on displacement, volumetric efficiency, and manifold pressure; brake mean effective pressure relates torque to displacement.

Four-stroke cycle: intake, compression, power, exhaust; valve timing events (opening/closing) are set by camshaft design and must be checked during assembly.

Detonation is uncontrolled rapid combustion causing high cylinder pressure and temperature; preignition is ignition before spark, often from a hot spot.

Turbine engine thrust is produced by accelerating mass airflow; bypass ratio compares bypass airflow to core airflow in turbofan engines.

Engine instruments: EGT indicates combustion and mixture distribution; CHT indicates cylinder head temperature; TIT/ITT limits turbine durability.

Fuel control units meter fuel based on air density, throttle position, and engine speed; a rich or lean condition affects EGT and power output.

Propeller pitch control uses a governor to maintain constant RPM; feathering aligns blades with airflow to reduce drag after engine failure.

Ignition systems: magnetos provide independent ignition in reciprocating engines; turbine igniters are used for start and are not continuously energized.

Aircraft electrical systems typically use 14 V or 28 V DC; 28 V systems use two 12 V batteries in series or a 24 V battery.

Alternators/generators are rated in amperes; a voltage regulator maintains system voltage, and overvoltage protection disconnects the generator.

Bonding and grounding provide a low-resistance return path and prevent static buildup; bonding resistance is measured and must meet limits.

Wiring must be supported, routed away from heat and moving parts, and identified; use approved wire, terminals, and crimp tools.

Circuit breakers protect wiring; never substitute a higher-rated breaker, and reset only after the cause is identified.

Avionics installations require electromagnetic interference (EMI) checks and antenna separation to prevent interference with navigation and communication.

Pitot-static systems require leak checks and line identification; static ports and pitot tubes must be clear and properly heated.

Transponder and altimeter tests require a certified test set and periodic checks per regulation; record the results in the maintenance records.

Lithium battery installations require specific charging, thermal monitoring, and venting procedures per the manufacturer's instructions.

The Dirty Dozen human factors include fatigue, complacency, distraction, pressure, and lack of resources; each contributes to maintenance error.

SHEL model: Software, Hardware, Environment, and Liveware; mismatches at interfaces create error opportunities.

Fatigue degrades attention and decision-making; duty limits and rest requirements exist to reduce fatigue-related error.

Situational awareness requires monitoring aircraft state, task progress, and environment; loss of awareness is a precursor to error.

Error management uses a chain-of-events view: latent conditions, unsafe acts, and violations combine; defenses include checklists and independent inspection.

Communication uses standard phraseology and readback; ambiguous or informal communication is a common source of maintenance error.

Task interruption and distraction should be managed by recording the step reached and completing the task before moving on.

Just culture distinguishes human error from reckless behavior; reporting systems encourage disclosure and learning.

Team resource management includes briefing, workload sharing, and cross-checking; assertiveness is encouraged when safety is in question.