Aircraft Maintenance Planning Procedures - Research Paper Example

Air Legislation Task I: Aircraft Maintenance Planning Procedures. a) Technical log Under regulations CAP 562 pertaining to Civil Aviation Authority (C.A.A.) regulations, a technical log shall be maintained for all aircrafts. This is a document pertaining to an aircraft for purposes of recording any malfunctions and defects that may be discovered during operations; recording details of all maintenance checks when the aircraft is in scheduled visits operations; the document contains operating information relevant to flight safety and maintenance data required by the operating crew; each flight information should be recorded; the current aeroplane certificate of release; necessary guidance for take offs. It also contains maintenance control and Flight Crew advisory information that is used during routine operations between schedule maintenance to main base. Purpose of a technical log is for recording malfunctions and defects discovered during operations and for recording details of maintenance and information relevant to flight safety (Phil, 120) The technical log can only be certified by Civil Aviation Authority. b. Data recording Flight data recorder (FDR) maintenance is found fitted in the aircraft. This is for purposes of investigating an accident as a priority amongst other measures. Aircraft operators use the FDR for quantifying maintenance action that is needed. This is by confirming reported operation of the aircraft and its systems. The FDR performs function checks, operation checks, reasonableness, quality, drop out, data download, data conversions, parameters, simulations, analogue and digital data, engineering units, and stimulation. All these are necessary for an airworthy aircraft. It is highly recommended for all aircraft data to be recorded electronically. They should be recorded on a daily basis to ensure aircraft airworthiness. These records are then kept as part of maintenance records for a particular aircraft. An automatic generation of records has been adopted in aircrafts (Thomas, 7). c. Maintenance schedule This contains details of what is required for maintenance of an aircraft and when it should be done. The maintenance schedule is created by the publisher i.e. the Original Equipment Manufacturer (OEM) or the Type Certificate Holder of the Aircraft. The CAA has to approve the product once the Aircraft Engineers have done a thorough checkup of the product airworthiness (Dinesh, 201). The maintenance checks involved here are airframe, engine, propeller and other equipment check. The maintenance manual is kept in the aircraft pertaining each equipment and parts of the aircraft. Under CAP 411, an aircraft should not exceed 2730kg for light aircrafts under the Light Aircraft Maintenance Schedule (LAMS). A maintenance schedule is compiled by first reviewing the manuals prepared by the OEM. Intervals are usually analysed based on the flying hours, flight cycles or the calendar time. A combination of these factors can also be used. The tasks are usually combined depending on the approved intervals. In order to compile work packages, tasks can be done earlier that recommended; this is a general rule which is often used. The CAA can however, allow for a later date, if such an agreement is reached or in exceptional cases. It is important to note that tasks which have more than one frequency should be given preference to govern what occurs first. The frequency is however, affected by the aircraft intended operations. TCH provides maintenance planning documents for tasks to be undertaken in large aircrafts. Aircrafts typical flight profile should be matched with the aircraft type. For example; two flying hours to each flight cycle, seven flying hours to each flight cycle and so on. We can deduce that maintenance for the first aircraft is maintained more often than the second aircraft in our example. Schedules should thus be developed for the particular type of operation. Also considerations for maintenance frequency are made in regards to area of operation, age of aircraft and modification state of equipment in the aircraft for uniqueness. The number of maintenance checks should kept at a minimum in order to save costs. It is therefore important to group tasks and develop a job card or task card (Harry, 61), or alternatively package them into workpacks to be carried out concurrently if they have close or similar frequencies. The cards are then used to certify the work has been carried out on completion. Proper maintenance of records enhances the resale value of the aircraft and most importantly the safety of aircraft. d) Service bulletin These are issued for the purpose of advising operators regarding the introduction of any design changes or modifications to the aircraft, and the manner in which these will be undertaken. The service bulletins are given by the manufacturer under their approval. These are then implemented on a given time line. In case where the service bulletins affect the safety of the aircraft, a time limit for accomplishing the modifications should be stated. The information regarding these should be contained in an alert service bulletin. Any modifications that are deemed necessary for airworthiness should be classified as mandatory (Harry, 61). Implementation of these tasks should be supervised by an approved body or by a licensed aircraft maintenance engineer. These modifications relate to the aircraft, the engines and propellers, and finally to the radio stations, equipment and instruments. e) Airworthiness Directive Purpose is to establish that evidence of compliance and certification has been issued. It is approved by CAA and should be implemented for a particular aircraft. It is the mandate of the aircraft owner to maintain a compliance statement pertaining to aircraft worthiness directive issued by states of design and the EASA, following CAP 747 (Safety Regulation group CAA). f) Certificate of airworthiness This is a document showing that an aircraft has been maintained in an airworthy condition. Its purpose is to validate the safety check of an aircraft. The Certificate of airworthiness is valid if a flight check has been carried out to aircraft and it has been found to be in good condition according to CAA requirements (Joseph & Ram, 195). An exception to this rule is for aircraft the aircraft being shipped to a third country from UK hence the certificate is also exported. An applicant for the issue of the certificate is required to fill form CA3 to CAA aircraft certification department agree to the check flight requirements for the stated aircraft. Documentation, tests and inspections should demonstrate that the aircraft is safe for operation. The check flight then follows and on satisfactory completion, the certificate is issued. For new aircrafts it is important for the aircraft type design organisation should be present (John, 127). The certificate should be held in a safe place in the aircraft at all times. Task II – Stores procedures and structure of Jar 145 organisation a) An appropriate quality system It should adhere to the maintenance contract to ensure that tasks are carried out in accordance to the contract. It should adhere to JAR OPS 1.890 to ensure maintenance is carried out according to the accepted procedures. It should follow a continuous monitoring to ensure compliance is maintained. b) Part 21 company, structure and functions. Part 21 describes the requirement for the regulation of safety and environment sustainability in aviation. The certification of an aircraft and the related parts, products and appliances as well as the design and production are detailed here. (Filippo, 56). Regulation EC 1702/2003 states the rules for certification of design and production organisation. The structure follows: an initial approval by completing EASA form 50, the payment of charges is determined i.e. in regards to the type of company; applications are then submitted for approval. An approval certificate is issued if deemed so. Modification can be done following name changes of the company, serial number, site amendments and so forth. The design changes are only approved upon certification from the design organisation approval. Noncompliance with part 21 can lead to an aircraft being orphaned. This is because approval has not been granted and compliance is not followed. c) Functions of Light Aircraft Maintenance Schedule and the aircraft category The schedule captures details of the flight in regards to airworthiness. Small aircraft are under the mandate not to exceed 2730kg and the weight should be stated in the LAMS. It gives the maximum required weight limits of an aircraft certified for takeoff. Categories are often given to the type of an aircraft. Alight aircraft would thus fall under the first category. The LAMS clearly indicates the category of the aircraft in regards to the weight. The schedule also details the maintenance tasks that have been undertaken for the aircraft. The schedule is reviewed on interval basis and recorded as need be. The type of aircraft is stated in the schedule as well as the engines and propellers in place. The serial number is also explicitly spelled out here. The purpose of this document is to give the description of the aircraft and show the maintenance process that has been undertaken there to. Work packages are outlined here, date or revision as well flight hours. Any checks that are not been carried out are deleted from the LAMS. Each and every task is followed by a thorough description, nature, intervals, inspections needed and the task number. d) List of log books for large transport aircraft i. A journal log book ii. An aircraft log iii. Engine log book iv. Propeller log book v. Radio log book vi. Fuel plan log books vii. Pilot log books A typical log book entry Figure one: Journey Log Book. N123A Tach/Hobbs: ____________ ACTT: ____________   Enter the type of inspection(s) performed: example – landing lights Write replacement or inspection of any component part with Airworthiness Limitations (include part, serial number, and total time in service for that component). Write removal and installation of any serialized component replacement parts (Indicate part, serial number, and total time in service for that component). Give description of any other general maintenance performed. I certify that this aircraft was inspected in accordance with a (type) inspection and was determined to be in an airworthy condition. All work was accomplished in accordance with current Federal Aviation Regulations and manufacturer’s maintenance instructions. Details of work performed can be found on ABC Company work order _________________________ __________________________ ____________ Signature Certificate # Date e) Purpose of an MOR This is a report usually raised in the occurrence of a hazardous condition for the purpose of record the hazard or recording the occurrence of the hazard should corrective action be defaulted. It is also prepared if there is need of a safety operation, maintenance or airworthiness parameter should be investigated into by the CAA (Safety Regulation group CAA, 216). A typical entry and its implementation Dear….., I am reporting regarding a bird strike on the right engineer. This is likely to cause flight termination and a call for emergency landing. Damage assessment thereto will require analysis by the C.A.A. if a successful landing is made. The right engine is producing smoke and will need repairs done on it. Signature………………. Date……………….. Time…………… This report is then sent to the management and to CAA. It will be implemented following a safe landing. If the crash completely damages the aircraft, then the CAA engineers will not review the condition. On the contrary a review will be done if the airplane makes a safe landing and an approval issued for airworthiness condition. Task III: a) Functions and structure of a JAR OPS (Commercial Air Transport) and subpart M organisation JAR OPS subpart M gives the requirements of Aeroplanes Maintenance. EASA 145 requires that a repair station should perform the work and release the aircraft (Ludwig and Elmar, 322; Sjoerd et al, 77). Structure of a commercial air transport Part a: requires that an operator shall not operate an aeroplane unless it has been maintained and service by an approved body unless the exception rule is applied under commission regulation No. 2042/2003 Part b – the requirements of aircraft airworthiness should be followed as stated by EC 2042/ 2003 for compliance with certification requirements. b) Requirements of an Air Operators Certificates are: An operations manual; audits of management and organisation competence; crew training; aircraft maintenance; flight planning; loading of the aircraft; fuel plan (Great Britain, 21). c) Issues of an EASA Permit to Fly in accordance with AN9 EASA is issued under the two separate requirements listed below: i) For approval of flight conditions ii) The formal issues of an EASA permit It is issued in the circumstances where the certificate of airworthiness is invalid temporarily e.g. due to damage; when undertaking test flying in order to support approval of the design of the aircraft or any modification made; issued when the aircraft has not or cannot be determined to be in compliance with requirements for a C of A, but it is in good conditions of undertaking a safe flight under specific conditions; undergoing development; market survey; exhibition or air show purposes; an aircraft exceeding maximum required weight beyond the given flight range; flight tests and so on (Filippo, 313). Noncompliance issues with requirements may be due to: flight to storage area, flight required for the issue or revalidation of a C of A when the design is approved, flight for export purposes or to deliver the aircraft, flight for maintenance purposes. The applicant should write to CAA by filing in an EASA form 21 (UK) and pay the relevant fees. If the EASA permit to fly relates to design issues, it is important to file with the Design Organisation Approval (DOA) with form 18a. The approval of the permit is only given by the CAA. Prior to approval, further inspections or tests may be ordered until the CAA is satisfied. The permit of flight is validated if all the approved flight conditions are adhered to (Safety Regulation group CAA, 10). In the absence of approved flight conditions e.g. under urgent conditions, the CAA calls for extra fees to be paid which are incurred in respect of technicalities undertaken to approved the permit under exemption standards. The EASA permit to fly is issued to replace the certificate of airworthiness on a temporary basis to approve a flight. Work cited Dinesh Kumar. Reliability maintenance and logistic support: a life cycle approach, London, Springer, 2000. Filippo De Florio, Airworthiness: an introduction to aircraft certification (2e). London: Elsevier, 2010. Great Britain. The Air Navigation Order 2009. Britain: The Stationery Office, 2009. Harry Kinnison. Aviation maintenance management, New Delhi: McGraw-Hill Professional, 2004. John Fielding. Introduction to aircraft design, Cambridge: Cambridge University Press, 2003. Joseph Pelton and Ram Jakhu. Space Safety Regulations and Standards, London: Elsevier, 2010 Ludwig Weber and Elmar Giemulla. Handbook on Aviation Law. Britain: Kluwer Law International, 2011. Phil Croucher. JAR OPS in plain English. London: Lulu.com, 2004. Safety Regulation group CAA. Civil Aircraft Airworthiness Information and Procedures, CAP 562 retrieved from www.caa.co.uk on 13/2/2012 Sjoerd Hengst, et al. Second World Congress on Safety of Transportation, 18-20 February 1998 proceedings: imbalance between growth and safety? London: Delft University Press, 1999. Thomas Shives. Advanced technology in failure prevention: proceedings of the 43rd Meeting of the Mechanical Failures Prevention Group, Cambridge, Cambridge University Press, 1991. Read More