Study Unit

The Canadian Aircraft

Mechanic: An Introduction

 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 regulatory
documents
Identify the document which authorizes a specific
aircraft to fly
Define the term barnstormers
Recognize Canadas role in aviation history

Pr eview

Upon successful completion of this study unit, you will be

able to

iii

A BRIEF HISTORY OF POWERED AIRCRAFT

Early Successes
The Impact of World War I
A Steady Parade of Advances
The Jet Age

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MILESTONES IN CANADIAN AVIATION

BASIC AIRCRAFT COMPONENTS

AND TERMINOLOGY

Airplane Components
Helicopter Components

THE WORK OF AIRCARFT MAINTENANCE

ENGINEERS
Maintenance Organizations
General Duties
Working on Airframes
Working on Engines
Working on Avionics and Electronics Systems
Working on Helicopters
Level of Work

TRANSPORT CANADA
An Overview of Transport Canada
Licensing Aircrafts
Regulations and Publications
Licensing of Aircraft Maintenance Engineers

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WHATS AHEAD

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EXAMINATION

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Contents

INTRODUCTION

The Canadian Aircraft Mechanic:

An Introduction
INTRODUCTION
If you are considering a career as an aircraft mechanic, you
should be encouraged by this brief look at the history and
the present situation of Canadian aviation. You will discover
that air travel has been of particular importance in this
country, due to our vast geographical territory, and long
distances between population centres.
Canada is the sixth leading country in the world in terms of
total kilometers flown. This translates into an annual load of
sixty million passengers and over 550 thousand cargo tons.
Moreover, Canada is second only to the United States in the
number of registered civil aircraft and the size of the airway
and air route system.
Canadas role in aviation is further strengthened by our being
the host country for two important international organizations:
the International Civil Aviation Organization (ICAO) and the
International Aviation Management Institute, both of which
are located in Montreal.
Despite harsh weather conditions, Canada has one of the
most impressive aviation safety records in the world. This is
due in large part to the skills and diligence of more than
12,000 (and growing) aircraft mechanics and repair persons
employed in this country. This course will hopefully allow
you to find a place among the ranks of this proud and highly
successful group of people.

A BRIEF HISTORY OF POWERED

AIRCRAFT
Early Successes
As one who will be spending their working lives in the field of
aviation, you should be aware of its historical highlights and
its rapid development throughout the twentieth century.
The earliest attempts at aviation involved odd contraptions
attempting to imitate the flight of birds. Some had disastrous
results, while none were significantly successful. On the other
hand, the first successful flights involved balloons and gliders; 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 successful powered aircraft flight was undertaken in 1903 by Wilbur
and Orville Wright. Their first flight travelled only 120 feet
about as far as a reasonably long football pass, but later that
day they managed to stay up 850 feet. This rapid progress
would soon become characteristic of the budding aviation
industry.
In 1905, the Wrights third aircraft managed a flight of 24
miles. By this point there was little doubt that they and several other early inventors were onto something that would
have a profound effect upon the industrial development of
the era.
In 1906, a string of ambitious European failures ended with
Alberto Santos-Dumonts flight of 722 feet with a plane
whose wings resembled a box kite. Although the design
would later be scrapped, the flight inspired many other
European aviators.
The Wrights design was the biplane, with two parallel wings.
Fearing the fierce competition of other pioneers, they were
prompted to immediately explore the possibility of military
applications for their invention.

The Canadian Aircraft Mechanic: An Introduction

In 1908, Wilbur Wright went to France to demonstrate

his Flyer. By that time, the designs of other successful
European inventors showed great stability, but still the
Europeans 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 experimental craft, his work directly inspired another ambitious
inventor, named Louis Bleriot. In 1909, Bleriot made it
across the English Channel in a monoplane design with the
most powerful engine of that time.
By 1910, there were so many other successful aircraft that
the Wrights and their designs were no longer particularly
influential. Improvements followed at a rapid pace. In 1911
a German crew pioneered a primitive forerunner of the
retractable landing gear. By this point getting off the ground
was no longer a problem. Designers were already looking for
speed and efficiency.
Early pioneering in aviation was not without risk. Noted
French pilot Leon Delagrange was killed in an accident while
flying a Bleriot plane in 1910. In 1913, the best known
British 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 were
armed for war.
World War I led to the rapid development of aircraft for military
purposes by governments. Most early planes were biplanes
(the British, for example, stubbornly stayed with biplane
designs well into the 1930s). The Germans were instrumental
in pioneering the monoplane. Early models were built primarily of wood and wire type structures. However, well before
World War I, planes made largely of metal were becoming
successful. They sported a tube-shaped fuselage to which
the wings, tail, and landing gear were attached. Some of
these planes showed an amazing similarity to small planes
that are still flying today.

The Canadian Aircraft Mechanic: An Introduction

Dutchman Anthony Fokker was instrumental in building

military aircraft for the Germans during World War I. The
Germans were the first to achieve military successes in the
air. Fortunately the allies were able to turn the tide as the
conflict progressed with Canada playing a key role, as will be
described in a later section.

A Steady Parade of Advances

During the 1920s, several minor refinements were made, but
basic designs still included wire bracing, external struts, and
water-cooled engines. In 1927, Charles Lindberg set a milestone in aviation history when he flew across the Atlantic
Ocean in the Spirit of St. Louis to win a well-publicized
international 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 these
international competitions. By the late 1920s, the engines
were much better designed and more efficient. Retractable
landing gears were perfected, but did not see widespread use
until the early 1930s.
Pratt & Whitney, perhaps the most famous builder of aircraft
engines, launched its first engine, the Wasp, in 1926. It soon
became a significant competitor of the Wright Company for
U.S military contracts.
Around 1930 the first experimental helicopters were developed. Actually, the first helicopter was designed by Leonardo
da Vinci back around 1500. The predecessor of the modern
helicopter was the autogyre, or gyroplane, developed by Juan
de la Cierva, and was in use in many parts of the world
between 1925 and 1940. Many of these resembled a cross
between airplanes and modern helicopters.
The first true helicopter was built and flown in 1942 by Igor
Sikorsky who was an American of Russian descent. Other
than in size and speed they have changed relatively little
since first developed. From the 1930s onward, the pace of
progress was even more rapid. Artificial wind tunnels were
constructed in order to study, test, and perfect wing shapes.

The Canadian Aircraft Mechanic: An Introduction

The first twin-engine aircraft were flown in the early 1930s,

but by the end of the decade several four-engine designs had
been introduced. By World War II, some very sophisticated
aircraft were used in battle and in transport. Aircraft from
this era are still in use today, though mainly in association
with museums and air shows.
By the mid 1930s, the major American and international aircraft manufacturers were already active. Boeing introduced
its model 247 in 1933. The Douglas DC series soon followed.
These were large aircraft that were reasonably soundproof
and equipped with electronic navigational instruments. Other
major manufacturers active at the time included de Havilland
and Hawker Siddeley.
The development of avionics kept pace with that of aircraft
design. For example, the first automatic pilot was developed
by Sperry in 1914. It was designed to sense deviations in
flight patterns and automatically adjust the movable control
surfaces. While flight control was the first major concern,
avionics soon progressed into the areas of navigation and
communications.
World War II provided the impetus for rapid development of
jet engine technology, though relatively few jet-powered
planes saw action during the conflict. The British Gloster,
American Bell and German Messerschmitt were early pioneers. During the war many experiments were also undertaken in supersonic flight, although the first successful flight
did not occur until 1947, with the famous Bell X-1.

The Jet Age

Jet engines came into their own in the late 1940s. The de
Havilland Comet of 1949 was a pacesetter in high-speed, jetpowered flight.
From the 1950s onward, two major trends would infiltrate
the industry: an increased emphasis on civilian over military
use, and a steady escalation in the size of commercial passenger aircraft.
Between 1958 and 1961 several propeller-turbine (turboprop) airplanes were developed for short to medium routes.
Similar aircraft are still in use in many parts of the world
today.
The Canadian Aircraft Mechanic: An Introduction

Todays Boeing 747 and 767 are examples of the successful

development of safe and efficient jumbo jets that have revolutionized international air travel. The other main area of
rapid innovation has been in the design and production of
small corporate jets capable of high speed and high altitude
flight, such as those pioneered by Learjet. By contract, the
commercial supersonic jets such as the Concorde are fast
and reliable but are very expensive to operate and have not
proved that they are practical for widespread use.
Today, the makes and models of international aircraft are far
too numerous to mention. The American firms like McDonnell
Douglas, Boeing and Lockheed continue to lead the industry
among aircraft manufacturers. General Dynamics is a major
manufacturer of U.S. military aircraft. As for engine manufacturers, the big three are Pratt & Whitney, Rolls-Royce,
and General Electric. Prominent helicopter manufacturers
include Kaman, Bell, Westland and Sikorsky.
Virtually all of these manufacturers have suffered in recent
years. Reduced government spending on military aircraft and
a poor economic climate has resulted in a lower demand for
aircraft engines. Despite the fact that air travel is a permanent and indispensable factor of modern life, most major airlines today are losing money, and several have folded or have
been swallowed up by more successful competitors.
The last three decades have also seen worldwide proliferation
of small planes, helicopters, and private jets. The basic small
planes introduced by Piper, Cessna, Beech, as well as others,
continue to be popular. Most often these small planes land at
smaller airports and flying clubs. Occasionally, they take
their places in line-ups on larger runways, dwarfed by the
large commercial jets around them, thus showing how much
has changedand how little has changedsince the days of
the Wright Brothers and Charles Lindberg.

The Canadian Aircraft Mechanic: An Introduction

MILESTONES IN CANADIAN
AVIATION
1909

First flight of a Canadian powered aircraft took

place in Baddeck, NS. This flight was the culmination of efforts by a group of inventors organized by Alexander Graham Bell. On February
23, 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 an

aircraft in flight and the ground.

19141918 Canada starts large scale manufacturing of

various types of planes and training of military
pilots.
1919

Federal government began regulating civil

aviation. This move was in response to the
fact that during World War I, 2500 Canadians
were trained as pilots. Initially, the regulations
were to promote safety concerns. Following the
war, many of these trained pilots purchased
aircraft and some involved themselves in
barnstormingacrobatic flying at air shows.

1928

De Havilland Aircraft of Canada was established

in Toronto, Ontario.

1929

Pratt & Whitney was established in Longueuil,

Quebec.

1937

Trans Canada Airlines was established. This

airline became the first large national airline.

19401949 Establishment of Canadas major regional

carriers: Quebecair, Pacific Western, Eastern
Provincial Airways and Nordair. Canadair Ltd.
was established by the federal government as a
Crown Corporation and took over the aircraft
operations of Canadian Vickers in Cartierville,
Quebec. Canadair played an important role in
producing military aircraft.
1953

Wardair began as a charter operation.

1964

Trans Canada Airlines changed its name to

Air Canada.

The Canadian Aircraft Mechanic: An Introduction

BASIC AIRCRAFT COMPONENTS

AND TERMINOLOGY
Airplane Components
Although you will be given more complete definitions and
illustrations once you enter the technical portion of your program, it might be helpful at this time to run through some of
the general components of a typical airplane. This will allow
us to refer to some of these items throughout the balance of
this study unit.
The body of an airplane contains the fuselage (cigar-shaped
portion), wings and tail. Various movable control devices are
distributed around the aircraft. The flaps (nearer the fuselage) and ailerons (nearer the wind tips) are hinged sections
of the wing that can be raised and lowered. A typical airplane
tail has two horizontal pieces and a vertical section, all of
which 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 tail
is called the rudder. All of these devices work together for
controlling climb, descent, and bank (turning).
The cockpit is located at the front of the fuselage. In a small
plane it is equipped with fairly simple column and pedal controls that slightly resemble those of an automobile. These
devices operate the movable control surfaces described
above. The pedals control the rudder. The column is turned
like a steering wheel to operate the ailerons, and is moved
forward or backward to operate the elevators.
Aircraft engines vary greatly from simple gasoline piston
engines, much like those used in cars, to large jet engines.
Most gasoline piston engines rotate propellers, although jet
engines can also be incorporated with propellers. Most true
jet engines have a fan or turbofan in the front, and a thrust
cone at the rear. These components are visible and familiar
to most airline travellers.

The Canadian Aircraft Mechanic: An Introduction

Larger modern aircraft are constructed with metal frames

over which a metal skin is stretched. In some portions of the
aircraft, the structure looks a bit like studs and wallboard
used in home construction. In other places, however, the
design is more sophisticated, such as the fin torsion boxes
built into many tailpieces.

Helicopter Components
Helicopters (rotorcraft) also contain some general features.
Instead of wings, helicopters use rotating rotor blades that
are attached to a rotor assembly. Small helicopters have as
few 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 main
rotor.
The body of the helicopter includes the main cabin. It usually
lies beneath the main rotor and the tail. The tail is invariably
equipped with an anti-torque tail rotor. The main purpose
of the tail rotor is to prevent the action of the main rotor
from simply spinning the helicopter around in circles.
Maintaining control of a helicopter is slightly more complicated than that of a traditional airplane. The angle to which
the rotor is tilted, and the pitch of the leading edge of the
rotor blades, affect the control. Both of these are adjustable
in flight. A helicopter hovers when the speed of rotor rotation
and the pitch of the blades exactly overcome the gravitational
pull on the helicopter. Climbing is achieved by increasing the
pitch of the blades.
You may be surprised to hear that rotor speed remains fairly
constant during all flying conditions. However, the amount of
power that the engine must produce to maintain that constant speed varies significantly as the helicopter climbs,
descends, or moves forward.
In order for the helicopter to move forward or sideways, the
rotor is tilted slightly in the desired direction. The degree of
tilt also affects the speed of forward movement.

The Canadian Aircraft Mechanic: An Introduction

THE WORK OF AIRCRAFT

MAINTENANCE ENGINEERS
Maintenance Organizations
No doubt, as someone interested in a career in this field, you
have some idea of the work, which Aircraft Maintenance
Engineers (AMEs) undertake. However, you may be amazed
by the diversity of duties and responsibilities which fall
under a general job description for this occupation. Not only
is there considerable variety in types of aircraft, but there are
also various specialties or areas of concentration regarding
the type of work to which a specific AME is assigned. There
is too much work to be done for any one person to do everything. Thus, particularly among larger maintenance organizations, there is a tendency toward specialization.
Many AMEs in Canada work for an Approval Maintenance
Organization (AMO). As you get deeper into your program,
and in particular when you study the Canadian Aviation
Regulations, you will learn much more about what an AMO
is, how it is certified and how it functions. In brief, an AMO
may be a company, which only services aircraft, and does
not own or operate them, or it may be internally set up by an
airline as a maintenance organization. If the AMO is part of a
major airline, it might perform a wide range of servicing
functions, while still jobbing out certain specialized tasks to
an outside firm. If the AMO is an independent company, it
may offer a wide range of services, or it may tend to specialize in one particular field, such as engine overhaul.
The work you perform after you obtain your AME license will
depend upon several factors, including the category (or categories) in which you are certified, as well as the requirements
of your future employer. It is possible that you may specialize
in one facet of aircraft maintenance for awhile, and then
change jobs or move on to other duties. This is one reason
why this program is broad-based, attempting to teach you a
little bit of everything and provide you with a foundation that
can easily be expanded with detailed training in many different directions.

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The Canadian Aircraft Mechanic: An Introduction

In this section, we will describe the work of AMEs in general

terms, covering all of the work which any AME is likely to
undertake. No one person would do all of these things on a
routine basis. However, it will be useful for you to view the
range of possibilities. Because we are taking a broad
approach, not all specialized tasks are mentioned in this
brief introductory presentation.
There are many ways that duties can be classified. For example, regardless of the aircraft type, specific tasks will tend to
fall into one of the following headings: routine maintenance,
periodic inspection, routine repairs and replacement of components, major repairs or overhauls, record keeping, log
keeping, certification of work, and administrative duties.

General Duties
Duties on a routine maintenance can be as simple as charging systems such as those containing oxygen, nitrogen, or
freon; refueling; or de-icing. AMEs also become involved in
moving aircraft from place to place on the ground, whether
by towing or taxiing. They must know how to park and
secure an aircraft and how to moor it (particularly in the
case 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, which
is performed on any aircraft. An AME must ensure that
maintenance work performed on an aircraft, or an aircraft
part, is done in accordance with airworthiness standards.
An AME must sign a maintenance release (indicating name
and license number) for any work done. Signing a release
acknowledges that the AME takes responsibility that the
work was done correctly, even if the work was performed by
other maintenance personnel.

The Canadian Aircraft Mechanic: An Introduction

11

AMEs record most of what they do in specially designed log

books. You will be given a detailed presentation on the types
of logbooks used in Canada later in your program. There are
also various types of maintenance tags that are affixed to
components undergoing maintenance. Again you should be
aware 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 understand
that maintenance records are often considered as important
as the maintenance itself. Any time that you make a written
record of something you have done, you must do so with
great care, precision, and honesty. For example, there are
many circumstances in which a mechanic may be unable to
complete a repair, for any number of reasons. By making a
correct log entry explaining exactly what you wereand were
notable to do, you not only cover yourself, but you may
avert a disastrous misunderstanding. There is no room for
assumptions in aircraft maintenance. Other people will come
onto that aircraft after you have walked away from it. They
need to know the exact status in which you left things.
There are various other administrative duties, besides the
keeping of logbooks. Examples of other technical documents
or records include weight and balance reports, service
difficulty reports and calibrations records. Mechanics also
become 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 categories
are: airframes, engines, avionics and electronics, and special
systems related to rotorcraft (helicopters).
Airframes serve as a good starting point, since they cover
the bulk structure of the airplane itself, independent of its
engines and technical equipment. This is not to suggest,
however, that there is little technical know-how required for
airframe maintenance. Airframe structure has become quite
complex particularly on large commercial aircraft. Airframes
also include secondary systems such as oxygen, pressurization, anti-ice, brakes and fuel supply.

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The Canadian Aircraft Mechanic: An Introduction

Many portions of the airframe experience high levels of

stress. As a result of these high stress levels, engine mounts
and 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 of
these sections are repaired or replaced regularly.
Some smaller aircraft also have special equipment such
as floats, skis or installations that allows them to conduct
specialized tasks such as aerial spraying. These items also
require maintenance and inspection.

Working on Engines
Aircraft engines can be classified as either piston (similar
to those in an automobile) or turbine (jet). Obviously many
specific tasks will vary greatly from one type to another, or
even 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 inspection
duties 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 as
a magnetic chip detector. In other cases, inspections focus on
general engine performance. Most aircraft have procedures
for conducting an engine run-up as well as for trend monitoring and vibration tests.
Maintenance and Repair occurs after periods of operation.
At such time, engines are partially stripped down, internal
tests conducted, and measurements taken. On a piston
engine this might involve a measurement of tappet clearance,
or using a borescope to view internal components. On a jet
engine, this might involve the measurement of fuel spray
patterns. Of course, there are also general duties, such as
reviewing records and service manuals, cleaning engines, oil
inspection, and fuel filter replacement.

The Canadian Aircraft Mechanic: An Introduction

13

Working on Avionics and Electronics

Systems
Detailed work on avionics instruments is a specialty field
that requires training above and beyond the scope of apprenticeship programs. However, all AMEs should have a general
understanding of aircraft instruments, and be prepared to
participate to some degree in their inspection and routine
maintenance.
Perhaps the best way to grasp the complexity of this portion
of aircraft maintenance work is simply to list some of the
areas 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
warning)

flight management
systems
ice protection systems

a wide range of indicators

(e.g., trim indicator)

flight data and cockpit

voice recorders

annunciator systems

lighting and emergency

lighting systems

engine indicators

compasses and a broad range

of navigational instruments
Any one of these areas could be further separated into subheadings. For example, navigational instruments could
include compasses, inertial and global positioning systems,
emergency locator transmitters, radio direction finders, radar
and storm scopes, as well as microwave landing and distance
measurement equipment.
At first glance the avionics field appears intimidating.
However, the introductory level presented in this program
can 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

The Canadian Aircraft Mechanic: An Introduction

focus on presenting what each item does and how it works,

rather than list the troubleshooting procedures. Once you
understand the basics, it is easy to pick up traditional skills
in the field through hands-on training, and access to manufacturers service manuals.
As mentioned earlier, detailed repairs to the avionic and electronic systems of the aircraft are left to specialists. Typical
duties carried out by an AME might involve replacing a component, conducting relatively straightforward field tests,
adjusting instruments on a regular basis and maintaining an
update of their performance records.

Working on Helicopters
Some AMEs end up working on helicopters, rather than airplanes. If so, there are various specialized systems related to
helicopters that can be broken down into two main categories:
inspection and maintenance of propellers, and inspection
and maintenance of the rest of the rotary system.
As well, most of the types of maintenance requirements that
we have already discussed are applicable, since helicopters
also have airframes, avionics, instruments and engines.
You will learn as you get deeper into your course that propellers are more complex than they appear. There are many
routine tests and inspections for propellers, including measuring blade dimensions and angles, checking blade tracking,
and confirming the security of blade mounting. Propellers
must also be balanced and lubricated. Relatively few actual
repairs are made to a propeller. If one becomes damaged, it is
generally replaced.
The rotor system includes the rotor and hub assembly, mast
assembly, transmission, clutch assembly, and a wide range
of secondary systems and components. Routine maintenance
involves inspection of almost every area in the system, as
well as vibration testing and may indicate the need to replace
such items as belts, rod ends and bearings.

The Canadian Aircraft Mechanic: An Introduction

15

Level of Work
In a presentation such as this, we can only scratch the surface of the maintenance work required on modern aircraft. As
you begin to work through the more detailed training material, which follows, you will gain a greater appreciation of the
actual tasks. We will present numerous, detailed illustrations
of aircraft parts being serviced, and highlight the appropriate
tools, materials and work methods.
You should not be overwhelmed by how much there is to
learn. At this point, you are undertaking required theory
training. Your goal is to understand what is presented rather
than memorize it. You would never be expected to put
your books down, walk over to an aircraft that you have
never seen before, and begin working on it all by yourself.
Before this happens, you will have gone through practical
training, much of it provided by the company that will hire
you. Your specific assignments will depend on the level of
your experience and AME license. In the beginning you will
always work closely with someone else. As you progress, you
will be able to undertake increasingly difficult tasks. The
most difficult tasks will usually be saved for senior personnel,
often working together with outside consultants or manufacturers representatives. Even senior mechanics do not know
everything and must continuously update their knowledge
through seminars, special courses, and working with experts
brought in to help with special situations.
However, just as you cannot become fully qualified to repair
and rebuild an aircraft simply by theory training, neither can
you go out and learn in the field without it. Without the
background, which this program provides you, you would not
be able to have a sufficient understanding of an aircraft to be
able to work on it competently, no matter how many times
you watched someone else perform a particular task. This is
why theory training is required by Transport Canada as an
important foundation for AME licensing requirements. Your
program is recognized by Transport Canada as fulfilling the
Basic Training requirement for AMEs.

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The Canadian Aircraft Mechanic: An Introduction

TRANSPORT CANADA
An Overview of Transport Canada
Transport Canada maintains headquarters in Ottawa and
has six regional offices. The six regions are: Atlantic, Quebec,
Ontario, Prairie Northern RegionWinnipeg (PNR), Prairie
Northern RegionEdmonton and the Pacific Region. Each
region has a head office and district offices, called Transport
Canada Centers or TCC, staffed by Airworthiness Engineers
and Airworthiness Inspectors. It is the Airworthiness
Inspectors with whom AMEs have most frequent contact.
You cannot proceed very far into any facet of the transportation industry in Canada before coming in contract with
Transport Canada.
Transport Canada is the branch of the federal government,
which is responsible for regulating the safety and efficiency
of Canadas transportation system. National transportation
policies are particularly important in our country.
The federal government is actively involved in many areas of
transportation. For example, some Crown Corporations
(owned and operated by the federal government) report to
parliament through the Minster of Transport. They are not
part of Transport Canada. However, they are closely regulated
by Transport Canada, as are all Canadian public and private
transportation corporations.
Transport Canadas jurisdiction can be broken down into the
following major areas of activity:
Air Transport. This includes the Aviation Group and the
Airports Authority Group. The Aviation Group is concerned
with navigation services, regulation of civil (nonmilitary) aviation, and promotions of aviation security and safety. Pilots
and mechanics are most directly involved with the Aviation
Group. The Aviation Group is of primary interest to future
aircraft mechanics as it has broad responsibilities over areas
such as preparing legislation, enforcing laws and regulations,
planning for airport security, maintaining airworthiness standards, and certification and licensing of air services and
personnel.

The Canadian Aircraft Mechanic: An Introduction

17

Transport Canadas Aviation Group issues licenses to all of

the following individuals who are active in the aviation field
such as pilots, commercial operators, airports, aircraft,
aircraft manufacturers, flying schools, and maintenance
personnel.
Since 1994 there has been a federal policy in place to commercialize designated Canadian airports, through divestitures,
to community interests. At the end of 2001, 113 of the 131
airports across Canada had been transferred to community
interests. This policy enables communities to take greater
advantage of their airports, reduce costs, tailor levels of service to local demand, and attract new and different types of
business. Transport Canada continues to be responsible for
all aspects of aviation safety in Canada and it continues to
provide financial support to remote airports, which provide
exclusive, reliable year-round access to isolated communities.
Marine Transport. This division includes the Canadian
Coast Guard and the Department of Fisheries and Oceans.
Surface Transport. Includes the overall combination of
surface transportation progress and policies governing road
and rail service as well as emergency planning and transportation of dangerous goods.

Licensing Aircraft
The system for licensing aircraft in Canada is somewhat
complex as you will see later on in your course. Transport
Canada issues type approvals, which allow a specific make
and model of aircraft to be flown in Canada. It issues a variety of documents, including the certificate of airworthiness
(C of A), to individual aircraft. It is illegal to operate an aircraft in Canada without a valid C of A. Aircraft maintenance
engineers have a vital role to play in maintaining a valid
C of A on an aircraft by conducting required programs of
maintenance, inspection, and repair.
It is important for you to understand that the role of the aircraft maintenance engineer, and many of his or her duties,
are prescribed by law. This is why Transport Canada is

18

The Canadian Aircraft Mechanic: An Introduction

involved in the licensing of AMEs, and why it is important

for AMEs to be aware of a broad range of Transport Canada
regulations applicable to aircraft of all types. Later in this
course you will be given a good foundation on Transport
Canada regulations, particularly those which apply to maintaining airworthiness standards, and to the activities of
aircraft mechanics in Canada.
Transport Canada also provides air traffic control at 60 towers
and several other control centres across the country. There
is a network of 113 flight service stations whose role is to
provide information to pilots on weather, air traffic and other
matters vital to flight safety.
In fulfilling its various roles across the country, Transport
Canada also has a fleet of aircraft at various points across
the country, including Coast Guard bases. These aircraft
participate in a wide range of activities, such as inspecting
landing areas, patrolling ice conditions, and preventing oil
spills. The Coast Guard also operates a fleet of more than
30 helicopters whose duties include routine patrols, search
and rescue, and support of the Coast Guard marine fleet.
Thus, Transport Canada not only plays a role in the licensing
of aviation professionals, but is also a significant employer of
pilots, mechanics and other personnel.

Regulations and Publications

The following section lists some of the major federal legislation, regulations, documents and publications pertaining to
the aircraft industry and administered through Transport
Canada.
Aeronautics Act offers a fairly general legislation giving the
government authority to regulate a wide range of activities
within the aeronautics industry. It is the main piece of legislation dealing with aviation.
Aeronautical Information Publication (AIP) is a consolidation of
information that is beneficial for pilots. It houses almost
everything they need to know from the other documents.
In the past, the Engineering and Inspection Manual was the

The Canadian Aircraft Mechanic: An Introduction

19

collection of rules concerning the maintenance of aircraft: it

was replaced by the Airworthiness Manual (AWM).
The Airworthiness Manual used to be the single most important set of publications on the performance of AME duties.
Briefly, the AWM dealt with the standard and maintenance
requirements for aeronautical products. It gave specific
requirements for procedures, reports, and approvals.
Canadian Aviation Regulations (CARs). All of the regulations
and the licensing requirements have been collated into the
CARs. The Airworthiness Manuals have been retained
as a Standards document only. The CARs cover virtually all
aspects of civil aviation. Enacted under the authority of
the Aeronautics Act, they regulate everything from aviation
documents to accident investigations, air carriers and aeronautical products. As you will learn later on, an aeronautical
product is defined as any aircraft or any portion or component
of an aircraft. Most of the CARs sections have a set of parallel
Standards that detail how the regulations are to be carried out.
Some of the Standards are still referred to as being sections
of the Airworthiness Manual.

Licensing of Aircraft Maintenance

Engineers
Aircraft mechanics in Canada begin their career as an
apprentice. After undergoing a prescribed amount of theory
and practical training, and completing a required number of
hours of on-the-job experience, a person may apply for an
AME license. The applicant takes a series of Transport
Canada administered examinations. If they successfully complete the entire series, a license is issued.
All AME licenses are not the same. Rather, they are assigned
according to categories and ratings. The category of the
license broadly defines the aeronautical products on which
the mechanic is permitted to perform maintenance duties.
The rating designates specific aircraft types for which the
mechanic has been adequately trained. An AME may obtain
a license in more than one category or for more than one
rating. This will depend on the training and work experience

20

The Canadian Aircraft Mechanic: An Introduction

which the mechanic has received, as well as the number

of Transport Canada exams which have been successfully
completed.
The AME licensing system has recently been simplified. All of
the old categories have recently been consolidated into a relatively small number of new ones. The basic AME category is
the M1 category, which covers general aircraft maintenance
on small aircraft.
The M2 category specifies a rating that covers most of the
familiar 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 perform prescribed maintenance duties on any aircraft within
the group of which they are rated.
The applicant must have also completed both basic maintenance and aircraft type courses, and have passed Transport
Canadas M category examinations on Air Regulations and
Standard Practices.
The license categories include the previously mentioned M
rating (M1 and M2); the E rating, covering avionics equipment such as instrumentation; the S rating, which covers
aircraft structures; and the Balloon rating. Certain tasks can
only be signed for release by an AME who possesses licenses
in these particular categories. An AME must have proper
type training for the work being performed.
It is important to understand that although maintenance
tasks must be performed by a number of mechanics and
AMEs working together, there is often a requirement that one
AME sign for the work. The AME who signs for the work
takes on a certain degree of responsibility that the work is
performed properly. In fact, an AME can lose his or her
license under some circumstances if the work has not been
properly performed.

The Canadian Aircraft Mechanic: An Introduction

21

WHATS AHEAD
Well, you learned all about the exciting background of the
aircraft industry career for aircraft mechanics in this study
unit. You learned what the job involves, what skills are needed to succeed as an AME. In the next set of materials (A&P
Technician General), youll receive the information on how
and why the various physical principles operate, and details
on the many aerospace devices, systems and techniques
which utilize these principles. So hang on, your learning
adventure is just beginning.

22

The Canadian Aircraft Mechanic: An Introduction

EXAMINATION NUMBER:

93662
Whichever 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

When you feel confident that you have mastered the material in
this study unit, complete the following examination. Then submit
only 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 you
complete it. Do not wait until another examination is ready.
Questions 120: 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 backup instruments are always available.

Examination

The Canadian Aircraft Mechanic:

An Introduction

23

3. Wilbur Wrights airplane was called the

A. Silver Dart.
B. Flyer.

C. Spirit of St. Louis.

D. Gloster.

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

make no record in the log book until the work is actually completed.
make a log entry as though the work was complete, then go back and finish it later.
make a log entry detailing what portions of the job were and were not completed.
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.
B. Great Britain

C. Canada
D. Ireland

6. Moving the control column forward or backwards activates the

A. rudder.
B. ailerons.

C. elevators.
D. flaps.

7. The ICAO is located in

A. the U.S.A.
B. Great Britain.

C. Canada.
D. Belgium.

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

A. control.
B. navigation.

C. communication.
D. weapons system.

9. Which one of the following companies was started in Canada as a crown corporation?
A. de Havilland
B. Pratt & Whitney

C. Curtiss
D. Canadair

10. The document which authorized a specific model of aircraft to fly is called the
A. type approval.
B. aircraft registration.

C. certificate of airworthiness.
D. operators license.

11. Barnstormers were

A. fighter pilots performing combat missions.
B. anti-aviation demonstrators.

C. aircraft inventors.
D. stunt pilots.

12. Helicopters move forward by

A.
B.
C.
D.

24

tilting the rotor.

increasing the rotor speed.
increasing the pitch of the rotor blades.
decreasing the pitch of the rotor blades.

Examination

13. Pratt & Whitney is associated with the production of

A. airplanes.
B. aircraft instruments.

C. aircraft engines.
D. helicopters.

14. Transport Canadas flight service stations are essentially

A. inspection headquarters.
B. emergency disaster relief services.

C. flight safety information facilities.

D. licensing stations.

15. What does the manufacturer Kaman produce?

A. Small planes
B. Helicopters

C. Large aircraft
D. Engines

16. In terms of number of civil aircraft registered, Canadas world ranking is

A. first.
B. second.

C. sixth.
D. tenth.

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

A. M
B. E

C. S
D. P

18. Which one of the following is not a general duty of AMEs?

A.
B.
C.
D.

Charging systems
Mooring aircraft
Repairing flight management systems
Refueling aircraft

19. The Airworthiness Manual

A.
B.
C.
D.

replaced the Engineering and Inspection Manual.

is intended primarily for pilots.
contains the Air Navigation Orders.
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.
B. suffer sagging of the tail.

Examination

C. rotate in circles.
D. flip over.

25