An Aviation: Aircraft Maintenance Planning Procedures - Case Study Example

Aviation Inserts His/Her Inserts Grade Inserts 11.02 Outline Task Aircraft maintenance planning procedures Task 2 Stores procedures and structure of jar 145 organisation Task 3 Task 1 Aircraft maintenance planning procedures. Describe each of the following. a) Technical log: required information, purpose, who can certify? Technical log could be defined as an aircrafts document detailing the maintenance status of the aircraft. The document must always be carried whenever the aircraft takes to flight. The document carries information regarding the maintenance performed on the aircraft (Crane, p 331). Aircraft safety regulations, across the globe, dictate that procedural maintenance should be performed on aircrafts within specified periods of time. The operation of undertaking procedural maintenance varies with the classification of aircraft. Upon completion of the maintenance procedure, a record should be kept regarding the activity performed. This record forms the aircraft’s technical log. The record ought to contain all maintenance activities performed on the aircraft. The importance of maintaining this record remains creating a reference point for further maintenance procedures. Through referring to the technical log, an aviation engineer could identify the maintenance procedures performed on the aircraft (Foundation, p72). The technical log could essentially assist the maintenance team in assessing and defining the time when an aircraft might require routine maintenance. The information assists operators to predict the usability of an aircraft based on the last known maintenance procedure performed on the aircraft. The certification of technical logs remains the duty of aviation authorities within different countries (Eichenberger, p284). These authorities fall under airworthiness authorities recognised internationally. Airworthiness authorities remain the sole certifiers of the information contained in aircrafts’ technical logs. b) How is data recorded, kept where? The data is recorded using automated systems installed within the aircraft. After carrying out maintenance procedures, the engineers undertaking the activities record all function performed on the aircraft. This information remains stored in the technical log. The information recorded indicates the operation undertaken and any new components installed within the aircraft. c) Maintenance schedule: who creates it?, who approves it?, types on maintenance check, flight hours and cycles, work pack, job cards maintenance records. A maintenance schedule could be defined as a timetable for carrying out routine maintenance procedures on aircrafts. Airline operators create the maintenance schedule programmes for their commercial and civil aircrafts, and then present them to the airworthiness authorities for approval (Raoul Castro, p121). Aircraft maintenance checks could be defined as periodic inspections performed on all commercial and civil aircrafts following specified periods of usage. Military aircrafts, however, contain different maintenance programmes specifically designed for special military capabilities. In aircraft maintenance, four types of checks exist namely; check A to D. Checks A and B are light checks while the other two are heavy checks. These checks occur periodically through specified timings. Flight hours could be marked by the number of hours that an aircraft remains in flight. Calculation occurs between the time of taking-off and that of landing. An aircraft cycle could be defined as the taking-off and landing of an aircraft. Each take-off and landing comprises a single cycle (Speciale, p156). Work pack could be defined as a combination of activities to be undertaken by an individual. It forms the basis for supervising a person’s work delivery. A job card, on the other hand, could be defined as a printed card showing details of the duty performed by a person. They clearly define the duties performed by each individual. The documentation detailing the maintenance procedures performed on an aircraft form the maintenance record. d) Service bulletin: purpose, who can approve, how implemented, mandatory? A service bulletin could essentially be described as a document, utilised by manufacturers of aircrafts or their components, in communicating details pertaining to modifications embodied in an aircraft (Clarence Rodrigues, p221). The service bulletin provides assistance to operators regarding the specification of the components contained in an aircraft. Service bulletin assists maintenance teams in identifying the suitable components for undertaking repair work in an aircraft. The bulletins could essentially act as corresponding airworthiness directives notifying operators of the presence of unsafe conditions within an aircraft. Various aviation regulation authorities approve the safety bulletins for numerous commercial and civil aircrafts (Julie F. Rodwell, p36). In most cases, service bulleting remain non-mandatory, but when issued together with an airworthiness directive they become mandatory. e) Airworthiness directive: purpose, who can approve, how implemented, mandatory? Airworthiness directive could be defined as the notification about the existence of a safety deficiency within an aircraft. The directive should always be complied with, for an aircraft to be certified as airworthy (Eichenberger, p67). These directives arise from reporting difficulties experienced by operators or investigations carried out following aircraft accidents and disasters. These directives could essentially be described as benchmarks for analysing airworthiness of commercial and civil aircrafts. A certified aircraft meets all the specifications of the airworthiness directive. The directives serve as notifications for the presence of safety concerns within the specified aircraft. Failure to meet the basic directive regulations could imminently lead to classification of aircraft as not airworthy. Within a majority of the countries, the issuing authorities for airworthiness directives remain the aviation regulation authorities (Williams and Toumib, p 67). The directive implies the operators must ensure their aircrafts meet the basic regulations provided within the context of the airworthiness directives. The issuing authorities conduct inspections aimed at determining compliance with specified regulations within the directives. The operators have the responsibility of ensuring the aircrafts maintain compliance with the directives’ requirements for certification. Owing to safety concerns regarding aircraft operations, compliance with the directive remains a mandatory element for all commercial and civil aircrafts. Failure to comply with the directive would essentially lead to aircrafts not being certified as safe for operation. f) Certificate of airworthiness: purpose, validity, requirements, kept where? The certificate of airworthiness could be identified as the document providing prove of airworthiness of an aircraft (Crane, p 384). The airworthiness certificated remains a mandatory requirement for all commercial and civil aircrafts. Exemptions for the certificate only applies to military aircrafts as the conditions for the use of military aircrafts cannot be specified. The awarding responsibility for these certificates remains the civil aviation authorities of different countries. The certificate can only be issued to properly registered aircrafts conforming to specified safety regulations, and deemed to be in safe, operational conditions. The regulating conditions for the certificates remain in accordance with specified conditions by regulating authorities. The purpose for issuing these certificates remains ensuring the aircrafts maintain safe operating conditions while functional. Upon issuance of the certificate, the certificate remains valid for the entire period the aircraft maintains the specified regulations. Operating under the specified conditions and regulations ensures the certificate issued on the aircraft remains valid. The validity of the certificate only ceases when the aircraft becomes unregistered, and change of ownership does not require re-issuing of the airworthiness certificate. For qualification for certification, an aircraft should meet specified conditions deemed safe for operation by issuing authorities within different countries (Clarence Rodrigues, p 99). The certificates become classified in numerous categories regarding the function the specified aircraft shall be performing. This enables the functions specified for aircrafts to be defines clearly and accurately. The airworthiness certificate should always be carried aboard the aircraft at all times. Representatives of aviation authorities have rights to be presented with the certificate upon request always. As regulating authorities, the responsibility of inspecting the certificates lies within the scope of aviation authorities. Task 2 Stores procedures and structure of jar 145 organisation a) Describe an appropriate quality system A quality system within the aviation industry refers to the policies, procedures and processes necessary for the planning and execution of safe operations. The system integrates numerous elements enabling the operators to manage safety of their operations effectively (Raoul Castro, p176). In aircraft operations, quality systems established by operators enable the operator to undertake aircraft operation within the scope of the laid regulations. Appointment of quality manager remains essential in enabling proper functioning of the system. The manager monitors how the system functions in relation to the required regulations. A proper quality system would include a feedback system, to ensure implementation of corrective measures once unsafe operational elements become detected. A quality assurance programme should be included within the context of the quality system. The programme stipulates procedures designed to verify that conducting of operations occurs in accordance with the applicable standards. The developed quality system should be acceptable by the relevant regulating authorities (Julie F. Rodwell). Civil aviation authorities could be described as the accepting authorities for developed quality systems of aviation operators. Appropriate quality system should contain a clear description, presented in relevant documentation acceptable by the regulating authorities. The regulating authority must accept the appointed quality manager for a quality system to be considered appropriate for operation within the aviation industry. Finally, an appropriate quality system ought to comply with the various laws governing aviation safety. b) Provide a brief explanation of a part 21 company, its function and structure. Part 21 company refers to the operating regulations pertaining to safety in the operations of aircrafts. Part 21 provides a specification of the regulations essential in operating under current procedures. The provisions detail aircraft certifications regarding registration of the aircrafts. The provisions seek to maintain operating procedures that remain current with the relevant regulations provided by regulating authorities. This part provides for regulations regarding updating of the contained information. In keeping-up with the current regulations, constant updating of the instruction manuals becomes essential. Updating of these manuals also includes development of modern training programmes, to familiarise operators with changes implemented on the machines since purchasing. The updated copy of regulations needs to be availed whenever required to ensure the operators remain updated with the operations. c) Describe the function of LAMS and the aircraft category. Light aircraft maintenance schedule refers to the proposed timetable for conducting planned routine maintenance procedures in light aircrafts. Maintenance schedule for these light aircrafts differs immensely with the one utilised for large commercial aircrafts (Raoul Castro, p225). This could be attributed to the nature of operations undertaken by the aircrafts. Owing to the non-scheduled flights of light aircrafts, the maintenance scheduling utilises information regarding the usage of the aircraft in drafting a maintenance schedule. The aircrafts continue to be excessively utilised for photography, among other private activities. The category of light aircrafts includes planes with a gross take-off weight not exceeding 12,500 pounds. Majority of these aircrafts continue to be commercially utilised for private functions with a capacity less than ten occupants. d) List the number of log books for large transport aircraft. Provide a typical log book entry. Log books refer to a record indicating the activities of the aircraft since registration. The records include information regarding the distance covered and flight hours for a specified aircraft. The logbook provides information regarding testing and operations starting with the last inspection of hardware from the manufacturer. The record remains updated whenever the aircraft undergoes maintenance procedures, and this inherently assist the involved parties in establishing the necessary actions to be performed. e) What is the purpose of the MOR? Describe a typical entry and how it is implemented. Mandatory occurrence reporting refers to the requirement for reporting of occurrences that might cause security deficiency within aircrafts. The purpose for the mandatory occurrence reporting system remains offering alerts regarding safety lapses that might occur. It enables proper functioning of aircrafts without experiencing various imminent problems. The occurrence reporting ensures timely rectification of any inherent safety threats to the aircraft and the occupants. Occurrence reporting provides assistance to maintenance teams in establishing the necessary safety measure, to be undertaken on an aircraft, in ensuring safety of users. A typical entry in the mandatory occurrence reporting includes collection of data, analysis and classification of the collected data, and safety recommendations based on the available information. Service providers within the air-transport industry formulate and implement the mandatory occurrence reporting procedures. The implementation of these reporting procedures allows an efficient assessment of the achievement of safety performance against specified performance target. The ensuing action helps in determining the necessary risk areas requiring immediate action from service providers. The system allows for proper formulation of strategies regarding reduction of safety risk in airlines. Service providers become empowered to formulate an effective plan aimed at reducing the imminent risk established by the reporting of incidences. Consistency in the reporting system remains critical in proper identification of imminent problems that might occur in an aircraft. Task 3 a) Describe the function and structure of a JAR OPS (commercial aircraft transportation) and subpart M organisation. The JAR OPS refers to a specified set of regulations aiming at harmonising of administrative procedures and technical requirements within the civil aviation industry. The regulations apply, non-discriminatively, through all operators owning aircrafts utilised for commercial purposes. The purpose for the regulation remains harmonisation of the operations within the civil aviation industry. The system remains applicable in aircrafts capable of carrying a maximum number of more than 20 occupants. Subpart M provides regulations regarding the airworthiness of aircrafts. The subpart breaks down the aircraft to measure the worthiness of each part of the entire aircraft. The part seeks to maintain the airworthiness of the aircraft following the awarding of the worthiness certificate by regulating authorities. The subpart works in maintaining the validity of the worthiness certificate. b) List the requirements of an AOC An air operators certificate (AOC), could be defined as rights granted by regulatory aviation authorities to aircraft operators, allowing the operator(s) to use aircrafts for commercial purposes. It could easily be identified as a licence for commercial operation of an aircraft. The requirements for granting of the certificate vary, significantly, between countries. In the United States of America, for example, the Air Carrier Operating Certificate refers to the AOC. Awarding of the certificate involves inspection of the aircrafts to ascertain the conditions of the aircraft. This seeks to establish the airworthiness of the specified aircraft. The next assessment point becomes the capability of the operator to undertake the operations. Authorities assess the human capital, and financial abilities for the operator to pursue the operation, safely and successfully, after receiving certification (Sewill, p 69). c) Describe the issue of an EASA permit to fly in accordance with AN#9 and what it replaces. The European Aviation Safety Agency, (EASA) is a European Union agency, established in 2002, to provide uniformity of safety regulations within the European civil aviation industry. The agency seeks to implement common safety regulations and measures within the entire European zone (EASA, p 9). The agency continually advocates for protection of the environment within the aviation industry across European Union member states. The agency operates under the stipulations of joint aviation authorities regarding aircraft safety. The agency remains within the responsibility of advising the European Union on the required safety regulations to be implemented towards achieving safe aviation environments. The agency also regulates and conducts inspection regarding the implementation of the regulations within member states. The agency seeks opinions of member states regarding regulations not implemented. The agency also remains with the authority to present permits to fly over Europe. The agency replaced the Joint Aviation Authority through taking over the regulatory functions previously performed by the authority (EASA, p6). The agency, however, contains regulatory features aimed at enforcing compliance with the set regulations. As opposed to the JAA, the EASA has been mandated with authority to prosecute defaulters of the regulations. The agency also has the mandate to authorise third-party operators within Europe. Operators from non- members of the European Union are referred to as third party operators. References Clarence Rodrigues, and Stephen Cusick,. Commercial Aviation Safety (5th ed.). New York: McGraw-Hill, 2011. Crane, Dale. Dictionary of Aeronautical Terms, third edition, . Aviation Supplies & Academics, 1997. EASA. "Roadmap towards implementing the Single European Sky." High Level Conference. Madrid: European Aviation Safety Agency, 25 and 26 February 2010. Eichenberger, Jerry A. General Aviation Law. New York: Mc-Graw Hill, 1997. Foundation, Flight Safety. "Understanding the Stall-recovery Procedure For Torbobrop Airplanes In Icing Conditions." Flight Safety Digest (2005). Julie F. Rodwell, Adam K. Coulby, Thomas Q. Carney, John H. Mott. Essentials of Aviation Management:A Guide for Aviation Service Businesses. Chicago: Kendall Hunt, 2010. Raoul Castro. Corporate Aviation Management. Chicago: South Illinois University, 2011. Sewill, Brendon. The Hidden Cost of Flying. London: Aviation Environment Federation, February 2003. Speciale, Raymond C. Fundamentals of Aviation Law. New York: McGraw-Hill, 2006. Williams, Victoria and Robert B. Nolanda and Ralf Toumib. "Reducing the climate change impacts of aviation by restricting cruise altitudes." Transportation Research Part D: Transport and Environment 7 (6): (November 2002): 451–464. . Read More