Since then, the Air Transport Association, now Airlines for America, have combined the ATA 100 with the ATA Spec 2100.Īt Aerospace Exchange, we provide customers access to a robust list of ATA chapters for their ease of search. The ATA chapters were created in 1956 by the Air Transport Association and have since been updated with the most recent change being in 1999.
In general, ATA chapters provide information on components for the benefit of repair technicians, airliners, suppliers, and many others to understand what a component or system is, how it functions, how to repair it, and more. The system contains 100 chapters which each encompass various systems and procedures to quickly educate personnel on specific areas of commercial aircraft.
We welcome comments and feedback regarding the possible forming of working groups to achieve this long range consideration of possibly harmonizing the ATA Specification 100 code and the JASC code.ATA chapters are a numbering system of standards for commercial aircraft documentation. This harmonized standard must be a usable standard for the aircraft manufacturers, air carrier operators and the general aviation community.
The ultimate goal is to develop a universal aircraft/component numbering standard which can be used in the manufacturer’s maintenance manual, wiring diagram manual, system manuals and illustrated parts catalog. The FAA is continuing to pursue worldwide involvement from operators and manufacturers in addressing the need for international standardization of aircraft system/component codes. Thus, with the JASC code it was decided to move the stall warning system to Chapter 34 under the separate JASC code 3418, Stall Warning System. Stall warning (low speed) is the reciprocal term of high speed warning, so its filing under the same code appears more logical. Section 3410, Flight Environment Data, includes high-speed warning in its code definition. Today, most large transport category aircraft utilize electronic units to sense the change in the environmental condition called stall, and use the data to influence navigation. Early technology (primarily on smaller aircraft) directly linked the sensing of flight attitude to one of the components that furnished the means of manually controlling the flight attitude characteristics (elevator). The other major deviation from ATA Spec 100 is in ATA section 2730, specifically involves the stall warning system. The codes for the reciprocating engines are now exclusively found in JASC code Chapter 85, Reciprocating Engine. The codes for the turbine engines are in JASC code Chapter 72, Turbine/Turboprop Engine.
The JASC code divides the engine section into two code groups to separate the turbine and reciprocating engines. The overall reduction in codes has been from 568 FAA codes to 488 JASC codes, with the significant increase being in the structural area as stated earlier. In some instances, there was very little reporting and codes were combined into other systems if the safety impact was not significant. As an example, FAA code 5301 SXBD was expanded to 20 items due to the high rate of reporting in this area for the year 1989 (8021 reports were received). The JASC code aircraft structural section has increased due to problems inherent with aging aircraft.
The ATA code does not reference the fourth digit, so it is free to be used for identifying components. Three digits, which are used to identify aircraft systems. Reducing the code from eight to four characters simplifies coding, and in some cases, makes JASC coding match the ATA Specification 100 first Since that time, computer technology has advanced many folds.
It consisted of a four-digit numerical code plus a four-digit alpha character code to make data retrieval possible. It was constructed around the computer technology of that period. Its predecessor, the FAA aircraft system/component code, is a similar but more complex eight-digit code, which was developed over 25 years ago. The current coding scheme used in the JASC code was introduced in May 1991, for the technical classification of SDR’s.
This table can be used as a quick reference chart, to assist in the coding and review of aircraft structures or systems data (i.e., Service Difficulty Report (SDR), Accident/Incident Report (AID)). The abbreviated titles have been modified in some cases to clarify the intended use of the accompanying code. This code table is constructed by using the new JASC code four (4) digit format, along with an abbreviated code title. Some Canadian aircraft manufacturers have also adopted this new standard. In a harmonized effort, the FAA’s counterparts in Australia and Canada have adopted the JASC code with only a few exceptions. Over the years, the JASC code format of the ATA Spec 100 code has gained widespread industry acceptance.