Maintenance Practice

Lifting tackle
Before use, lifting tackle should be inspected to ensure its serviceability. When in use, safe-working load (SWL) is given on a brass tally attached to the lifting tackle. Types of lifting tackle Wire rope is used in cranes, hoist, gantries and slings. o Before use, they must be inspected for corrosion, wear, broken wires. The splices should be inspected. Chains are used when strength is required in cranes and slings when lifting engines, drum of fuel and oil. o Before use, they must be inspected for cracks, flaws, distortion, excessive wear and socketing. o Socketing is the name given to grooves produced in the ends of the links when the links chafe against each other. o A 10% reduction in the chain diameter makes it unserviceable. Fibre ropes are used to lift propellers and must be inspected for frayed strands, pulled splices, excessive wear and deterioration. o When not in use the slings should be hung on pegs in a dry sheltered position. o A damaged or mildewed rope sling must be destroyed A/c slings ease handling, dismantling and assembly of a/c components. The sling may be of 3legged type used for airfoils. Other types of sling may be fitted with spreader bars or struts. Precautions when using a hoist The safe working load must not be exceeded Ensure that suspended loads are not left unattached Always stay clear of suspended loads When towing a hoist, travel no faster than walking pace Always tow a hoist by hand when a load is suspended from the lifting hook Prevent the load from swinging When the hoist is used on soft ground, place sheet-metal under the wheels Ensure that the hoist lifting wire rope shows no sign of fraying. It this occurs, a new wire rope must be used.

Fuelling covers both refueling and defueling activities Safety precautions are: Before fuelling, ensure that the fuelling vehicle contains the correct grade of fuel; the fuel decal on the fuelling vehicle must match that as shown on the fuelling point. Fuelling must be carried in a place approved Fuelling must be 15 meters (50 feet) away from any building A fuelling overseer must supervise fuelling Fuelling vehicles must be positioned so they can escape quickly in case of fire When is use, dont leave fuelling vehicle unattended Suitable fire extinguishers must be provided at fuelling place No smoking signs must be displayed 15 meters from fuelling area A/c auxiliary power units (APUs) that ground power/air conditioning should be started before fuelling commences. If they shut down during fuelling, dont restart. Ground power units (GPU) may be operated only if they are 6 meters (20 feet) away from fuelling point. If fuelling takes place with passengers on board, warn of no smoking by illumination no-smoking symbols. Provisions must be made for quick evacuation. Fixed wing a/c with seating capacity of less than 20/helicopters should not be allowed to carry fuelling with passengers on board.

A/c fuelling

Maintenance Practice Only flame proof lighting is permitted in fuelling zones Earthing of fuelling truck, hose and a/c should be done to prevent dangers associated with static electricity, which might create a spark as a result of fuel flow. The earthing wire on the fuelling pipe should be connected to the earth point provided on the a/c next to fuelling point before connecting fuelling pipe or removing the tank filler cap. The earthing wire should remain in position until after the fueling pipe is disconnected During fuelling, fuel flow rates should be controlled in accordance to the manual, to prevent over-pressurization of the system and fuel tanks. Buckets in which fuel is drained should be bonded and earthed to the a/c No radio/radar equipment should be operated during fuelling Combustion heaters must not be used Fuelling shouldnt take place if a/c wheels are over heated When pressure fuelling, a float switch or fuel shut-off valve is used to cut off fuel flow when the tanks are full or reached a pre-set level. Since pressure levels are very high, failure of component can cause pressure build up and damage to tanks. The tanks are fitted with pressure relief valves, if they are not then person carrying out fuelling should be prepared to shut off the supply instantly, if automatic cut-off system fails. When fuelling, the wheel shocks should be moved a short distance away from the tires as they settle with the added weight of fuel. Care should be taken when fuelling high-winged a/c, since the upper wing surface fuel filler cap may not be easily reached. When a spillage of fuel has occurred, clean all the fuel and vapor. Any fuel-soaked lagging should be removed and cleaned.

Removable/portable/Elsan toilet is the simplest type with a bin containing a quantity of disinfectant and deodorant. A seat is fitted onto the top of the bin and when the toilet is installed in the a/c it is covered with a decorative laminate. At the end of the flight it is removed from the a/c and emptied. After refilling with the correct amount of disinfectant and deodorant it is replace in the a/c. Toilets of this type are secured by a quick release method of attachment such as pip pin fasteners that are spring loaded. Liquid flush toilet is the most common type that completely self contained, its waste collection tank being mounted directly below the toilet bowl. Each toilet unit is installed above the toilet compartment, which contains: A seat Cover and surround Toilet bowl Tank top and flushing system Waste tank and outlet bowl Toilet system service panel each toilet system has its own external service panel situated on the lower surface of the a/c through which it is drained and flushed. If a waste line rubber bung is fitted, it much be withdrawn using a Y coupling, which is an adapter and safety device that ensures that a sudden discharge of liquid cant occur upon connection of discharge pipe. A drain valve, spring loaded that ensures positive locking, can be opened using a handle to allow the waste tank to be emptied via the 4 draining pipe. The toilet waste tank is rinsed and drained Predetermined water and disinfectant is put into the waste tank

A/c toilets

Maintenance Practice A leak check is carried out on toilet drain outlet. Any leakage can result in blue ice, damaging the a/c. The toilet waste drain fitting is heated electrically to prevent any liquid in the drain line, which may leak past the drain valve, from freezing.

Effects of snow & frozen deposits on an a/c before flight

Ice can add several tones to an a/cs weight and change the shape of the airfoil sections, such as wings destroying its lift capabilities. Deposits of ice, snow and frost on a/c may: Reduce lift and increase drag Freezing of moisture in controls, hinges and micro-switches Ingestion of ice into the engine Blocking of pressure sensing holes and heat exchanger matrix Obstruction whilst taxing whilst taxing of any undercarriage moving parts such as brake units, micro-switches, hydraulic actuators, jacks and up locks. Squat switches dont allow turning on of heater in Pitot tube on ground because itll burn. They prevent turning on anti/de-icing systems on ground because there is no cold pressure so there is no need to heat the structure. Ethylene glycol is used in de-icing. The measures taken to remove frozen deposits on the ground must also provide adequate protection during the initial stages of flight. A/c weighing above 5700 kg has ice spotlight that is located at door facing the leading edge of wing to see the ice formation at wings. Ice forms on engine, leading edges on wing/tail plane/ vertical stabilizers. It doesnt form on the nose because of the shape and the heat from radar equipment inside the radome.

Effects of low temperature

It can cause contraction of metal parts and seals, causing fluid leaks from shock absorbers and hydraulic jacks. It can cause a reduction in the pressure in the tired and shock absorber

Effects of icing on a/c during flight

A decrease in lift An increase in drag Decreased propeller efficiency because of the change in blade shape Loss of control due to restricted movement of control surfaces An increase in weight causing loss of height. A change in trim is possible and theres a loss of stability Blockage of pitot heads and static vents Loss of vision

Effects of turbulence on a/c

Indication of the effect of turbulence on a/c may be obtained from the onboard instruments such as accelerometers and fatigue meters. If readings exceeding -0.5g and +2.5g, time gravity, are recorded on a/c, then some damage may be found. It may cause excessive vertical/lateral forces on the a/c structure and effects may be increased by the inertia of heavy components. Damage may occur on wings, fuselage, tail plane and control surfaces. Indication of damage may be skin wrinkles and pulled rivets.

Maintenance Practice

Effect of lightning strike on a/c

Lightning is a discharge of electricity between highly charged clouds or between charged cloud and the ground. All separate parts of an a/c are electrically bonded together to conduct a lightning strike away from areas where damage may hazard the a/c Metallic wires or filaments within nose cone radome or dielectric panels is a design feature that will not interfere with radio and radar efficiency and effect transmission Lightning strike will cause damage the a/c from where the discharge enters and from where it leaves. Strike damage is found at wing tips, leading edges of wings and tail unit and fuselage nose. Static discharge damage is in form of small circular holes and pinholes in the exterior skin. They may be in clusters or spread over a wide area. Composite structures are not conductive so metallic wires are inserted to discharge the lightning strike. Static dischargers/wicks discharge the strike from a/c structure. If they are burnt then it means lightning has struck the a/c. Radome sends radar signals to check weather and it is indicated using red, green and yellow light to show regions of safe weather. Burning/discoloration blisters or holes can appear on radome and cracks can appear in glass fibre Static discharge damage is in the form of local pitting and burning at trailing edges

Cold weather
When snow or ice is present towing and taxing should be carried out with extreme caution and a/c movements should be kept to minimum. Parking areas should be cleared of snow and ice to prevent a/c tires from freezing to the ground. If sand or grit is used on snow, then care must be take to prevent them from drawing into the engines. After flight: If a/c structure is wet, a light coat of anti-freeze liquid should be applied, avoiding windows since it has adverse effects on plastic materials. Engine covers should be fitted as soon as engine has cooled down. Drain valves in the fuel and pitot/static systems should be opened to remove any accumulation of water. The potable water, domestic water and toilet systems should be drained or treated with anyfreeze liquid. Before flight: All external surfaces must be free of snow, frost and ice before a/c takes off and de-icing operation must be carried out. Care must be taken when a/s is taken out from heated hangar into falling snow as the snow will melt and then form a thin layer of ice, which may not be visible. Water systems should be filled with warm water.

A/c ground de-icing

A/c de/anti icing systems are designed to remove/prevent the formation of ice on a limited area of wings, tail and engine nacelles and wouldnt be effective in removing deposits that have accumulated while a/c is stationary. Ice adds extra weight to the a/c that reduces lift and increases drag. Any measures taken to remove frozen deposits on the ground must prevent the possible re-freezing of liquid during initial stages of flight when the de/anti icing systems are not functioning or fully effective.

Maintenance Practice Types of a/c ground de/anti icing fluids: Type 1 un-thickened fluids that have a high glycol (oily substance) content (min 80%) and low viscosity, resistant to movement except at low temperatures. Their holdover time is very short. Holdover time is the length of time that the fluid will protect the wing from ice, frost and snow. Type 2 thickened fluids have a minimum glycol content of 50% and due to thickening agent, enable the fluid to remain on the a/c surfaces until take-off. These fluids have a good de-icing performance and longer holder time thank type 1 fluids, providing protection against refreezing or build up of snow. Bleed air from the compressor is used to operate de/anti-icing systems. During climb, these are not operating because all the air is needed to provide thrust for engine. Frost deposits are removed using Kilfrost ABC and can be applied by spray or brush hand method. Wet snow should be removed using a brush or squeegee while light and dry snow can be removed using compressed air. Hot blower should not be used, as wet snow will freeze. Moderate to heavy ice and residual frozen snow should be removed with de-icing fluid. Care should be taken to prevent fluid contaminating a/c windows and windscreen. In cold fluid spray method of de-icing the spray is usually sprayed by hand but in severe conditions several applications are required making the operation less cost effective. Hot fluid spray method of de-icing consists of a static unit containing water and de-icing fluid is heated. This mixture is pumped to a mobile unit, which houses a tank, pump and a hydraulically operated boom mounted on a platform and several spray lances. Normal temperatures of 70C and pressure of 700kN/mm. This heat when transferred to the a/c skin breaks the ice bond and large areas of ice may be flushed away using the side of the nozzle. Fluid remaining on the a/c skin being only slightly diluted is effective in preventing ice formation. Hot air method consists of a hot air blower and is suitable for frost deposits. Care must be taken to ensure residual water is removed on completion of defrosting. Anti-icing measures After ice has been removed from the a/c, de-icing fluid may be applied as an anti-icing measure. The fluid applied is cold and undiluted, leaving a film of fluid approximately 0.5 mm thick on the surfaces sprayed, which gives protection for some time except in severe weather. Inspection after de-icing operations: All external surfaces should be examined for residual snow and ice. Control surfaces should be moved by hand to check free movement Landing gear mechanism, doors, bays and wheel brakes should be inspected for snow/ice deposits Check that turbine engine can be turned by hand Check tire and shock strut pressures

A/c weight and balance

A/c balance refers to the location of the centre of gravity along the longitudinal axis of the a/c. The centre of gravity is the point about which an a/c balances. Incorrect data could cause overloading of the a/c resulting in an increase of structural load and a reduction in performance. The moment of a force about a point is the product of the force and the perpendicular distance from the point to the line of action of force. Moments are expressed in pounds/feet or N/m and the direction is specified clockwise (+) or anti-clockwise (-). Calculating centre of gravity position is based on the principle of moments. The arm is the horizontal distance that an item is located from the datum. Items located forward or to the left of datum are shown by negative sign and items located behind or to the right of the datum are positive.

Maintenance Practice Weight + + Arm + + Moment + + Rotation Nose up Nose down Nose down Nose up

The operational forward/aft cg limits are defined in the a/c flight manual. The permissible variation is called the centre of gravity range. Definitions Basic equipment is the inconsumable fluid and equipment, which is common to all roles for which the operator intends to use the a/c. Basic weight of the a/c is all the basic equipment and the unusable fuel and engine oil. The variable load is the weight of the crew and items such as crew baggage, removable units, the carriage of which depends upon the role for which the operator intends to use the a/c. Disposable load is the weight of all persons and items of load including fuel and consumable fluids carried in the a/c other than basic equipment and variable load Maximum total weight authorized (MTWA) for a/c and its contents at which the a/c may take off in the most favorable circumstances Reaction is the load at each separate weighing point Unusable fuel is fuel that cant be consumed by engines and is a part of basic weight Unusable oil is the engine oil that cant be used by engines and is a part of basic weight. Preparation for a/c weighing: Ensure that the a/c is equipped in accordance with loading and distribution schedule or the weight and centre of gravity schedule. Ensure that the engine oil is topped up to the correct level and that only unusable fuel is in tanks. Ensure the hydraulic reservoir is topped up to the correct level A/c should be weight indoors. A/c weighing A/c must be laterally and longitudinally level, achieved by reducing tire/shock absorber pressures. A/c is weighed by placing wheels on the weighing machines or placing a weighing machine between each jack and the a/c jacking points. When weighing a/c at undercarriage positions, mechanical/electrical scales are used that may be permanently fitted in the hangar floor. If jacking the a/c, hydrostatic/electrical units are used. The hydrostatic may not give direct readings and have to be converted using a chart. The capacity of the weighing equipment should be correct for the a/c being weighed All weighing equipments should be checked at periods not exceeding a year. Zero indication should be checked before any weighing. Plumb bombs suspended from centerlines of main wheel axles on the inner side of the wheels give the rear reaction point at midpoint. A plumb bomb suspended from the centerline of nose jacking points gives the distance between the rear and front reaction points. Centre of gravity = (distance between the front and rear reactions) x (weight at nose or tail) wheel / (basic weight) A/c weighing on jacks: Jacks are positioned under each jacking point and zero indication of weighing units verified. A/c wheel brakes should be released and jack situated at the lowest jacking point raised until a/c is leveled.

Maintenance Practice The a/c should be raised until the wheels are off the ground. When using hydrostatic units/load cells a second weighing is carried out and the readings averaged. Electrical weighing cells should be switched on 30 minutes before commencing weighing operations so that circuits have time to stabilize. Once the CG and its moments are calculated, any changes to the a/c in terms of loading, fuel uplift or modification can be recalculated from original basic weight and moment. The common reference datum is at or forward of the nose of a/c (fuselage station zero) because: All items of equipment where basic or additional will be positive so simplifying weight and balance computations. It offers an accessible point for the purpose of measurement and the moment of any item can be easily calculated using its weight and distance to fuselage station Provides a common location for future series a/c Standard mean chord (SMC)/Mean aerodynamic chord (MAC) of a swept wing is the chord of an equivalent rectangular wing have the same span and area. Requirements of weighing of a/c is prescribed in BCAR section A chapters A5-4, A6-4 and A7-10 Before issue of a certificate of airworthiness, series a/c where the MTWA exceeds 5700 kg, weight and balance report must be prepared by CAA approved organization. Weight and balance report includes: Reference number and date Designations, constructors number, nationality and registration marks (A6-UAE/N-USA/G-UK) of a/c. Copy of weighing record Copy of weight and centre of gravity schedule Description/diagram of datum points used for weighing and loading Information on lever arms appropriate to items of disposable loads. Fleet mean weight is the average weight of all a/c of the same type in the fleet.

Centre of gravity forward of the forward limit has the following effects: The a/c will be nose heavy Elevator up travel is reduced Difficulty in rotating to take off longer take off runs Difficulty in lowering tail and nose wheel off after touchdown Extra tail down force requires more lift from wing resulting in greater induced drag, which means more power and fuel is required Increased nose landing gear loads Increased pilot fatigue Effects of overloading: Reduced acceleration and increased take off speed requiring a longer take off run. Decreased rate and angle of climb reducing obstacle clearance capability after take off Higher take off speed imposing excessive loads on LG Increased stalling speed More power required for a given speed resulting in increased fuel consumption Impaired maneuverability and controllability Increased landing speed requiring longer runway and increased wear on brakes Reduced structural strength margins On twin engine a/c, failure to maintain height/climb on one engine.

Effects on a/c of incorrect landing

Heavy landing/flight through turbulence

Maintenance Practice Some a/cs are fitted with accelerometers, which give a visual indication that specified g forces have been exceeded. Before proceeding with checks, check a/c records to eliminate previous damage recorded. Primary damages are around landing gear, wings, fuselage and tail plane. Secondary damage may be found on upper/lower surfaces of a/c Landing gear: Examine ties for creep, flats, bulges, cuts and pressure loss Examine wheels and brakes for cracks Examine axles and struts for distortion Check shock struts for fluid leaks and abnormal extension Examine LG attachments for cracks, damage or movement Examine doors and fairings for damage Jack the a/c and carry out retraction and nose wheel steering tests Main planes Examine upper/lower skin surfaces for wrinkling, pulled rivets, crack and movements at joints Check flying controls for freedom of movement, power controlled systems should be checked with the power off and the control disconnected at PFCU output connection Check balance weights Check the operation of leading/trailing edge lift augmentation devices Fuselage Examine skin for wrinkling or damage Examine pressure bulkheads for distortion Check instruments and instrument panels for damage Check doors for distortion Check gyroscopic instruments for erection time and unusual noises Engines Check engine controls for full and free movement Examine engine mountings/pylons for damage On turbine engines check freedom of rotating assemblies Check for oil/fuel/hydraulic fluid leaks Carry out an engine run to establish the operation of systems and controls Tail unit Check flying controls for freedom of movement Examine rudder/elevator hinges for cracks Symmetry check should be carried out after abnormal flight. It should be done inside a hangar with constant temperature. Checks include: measuring twist, position of pylons, vertical stabilizer, horizontal stabilizer, landing gear and wing. Jet blast If control surfaces were unlocked check for any distortion/wrinkling Inspect for impact damage in form of skin dents, cracked/chipped windscreens Lightning strikes 90% of the strikes are a result of a/c flying through region, which has an intense electrostatic field. This is caused by a discharge called a leader (+ discharge), which propagates in the direction of the ambient field and another negative in the reverse direction. Check for damage to fuselage nose, tail area, propellers, wings and stabilizers, trailing edges, antennas and static dischargers. There might be permanent/temporary failure of electrical/electronic equipment Strike damage is identified by a series of small circular holes/burns with discoloration and can be in clusters or spread out over a wider area. Static discharge damage can be in the form of local pitting/burning.

Maintenance Practice Composite materials dont conduct electricity so they are bonded. The electrical interconnection of metallic parts assures safe distribution of electrical charges and currents. This interconnection forms the earth return for the a/c electrical systems. Bonding also gives protection against static build up. The primary conductors are made of copper. The bonding system/earth return system must automatically connect to the ground on landing. Methods of protecting composite structures Aluminum wires woven into the top layer of composite fabric, fiberglass or Kevlar but not carbon fibre. A fine aluminum screen laminated under the top fabric layer Thin aluminum foil sheet bonded to the outer layer of composite during manufacture Film of aluminum sprayed on the component Modern dischargers consist of a tapered glass fibre rod, which is mode conductive by a coating material having a high electrical resistivity to provide a path to the discharge tip. The tip can be made from fine nickel chrome wires, solid carbon machined to a point or tungsten needles. The static discharging system decreases radio receiver interference. It gives the discharge path for the static electricity the a/c collects in flight. Static dischargers are installed on: Trailing edge of each aileron, wing tip, elevator and rudder. Tail cone

Tire incidents
Excessive heating can cause chemical reaction resulting in release of volatile gases. Such a reaction in the presence of oxygen can cause an explosion. Airworthiness Notice no 70 states that tires should be inflated with nitrogen. Nitrogen also reduces wheel corrosion, tire fatigue and the risk of fire when fusible plugs melt. If the tire burst when LG was retracted, inspect: Landing gear well All wiring to ensure no fragments are damaged or wires pulled All pipe work Bulkheads Landing gear doors Landing gear assemblies If tire burst when LG was extended, inspect: Wheel and tires that didnt burst when on tire on a multi-wheel undercarriage has burst, it may be specified that all tires on that axle be removed for detailed inspection Brake units on affected leg for damage Landing gear bay for damage and hydraulic fuel leaks The supporting structure and attachments of the affected leg for cracks or loose rivets The fuselage and wing structure Rear mounted engines for ingestion of debris

HIRF penetration
High intensity radiated field are produced by: Operation of airborne equipment fitted to a/s Interruptions of current in a/c system The high currents induced when a lightning strike occurs High powered radio/radar signals striking the a/c The evidence of HIRF penetration is seen by the pilot as equipment malfunction or by systems operating without an input from the crew/computers

Maintenance planning

Maintenance Practice Maximum a/c utilization means minimum downtime for maintenance, leading to minimum maintenance costs. Maintenance can be scheduled after number of landings, number of flying hours or fixed on a particular date. Three main models for maintenance checks/inspections are: Block cumulative maintenance is where the a/c is maintained on an increasing maintenance workload at each check. This arrangement is not very suitable for many operators due to the uneven work load and the lengthy periods the a/c are on the ground undergoing maintenance. Opportunity maintenance system works when the a/c is on low utilization. This arrangement is wasteful of manpower due to repetitive work (de-paneling) and requires more supervision to ensure that all planned maintenance is carried out. Fully equalized/equalized with a major servicing is where each check is arranged to have a similar workload. Manpower requirements are constant and ease the problem with flight planning. This is the most convenient arrangement for management to plan maintenance. If a major check is not included in the equalized plan then a dedicated workforce can be utilized for the major check. This would assume that the operator has a comparatively large fleet of a/c flying all year round. o The program should be amended to reflect the new status of the maintenance checks and the amendment submitted to the CAA for approval. It may not always be possible to extend the flying time between checks. Checks may be given different names, check1, check 2, inter 1, inter 2. Check cycle for Boeing 757s: Transit check every stop (during refueling) Ramp 1 each night stop Ramp 2 100 flying hours Ramp 3 300 flying hours Service 1 400 flying hours Inter 1 4500 flying hours/2 years Inter 2 7000 flying hours/3 years Inter 4 - 12000 flying hours/6 years Maintenance organizations carrying out maintenance under contract for foreign operators must have approval of that countrys Airworthiness Authority. Whichever system is chosen, the management will have to develop a maintenance program that suits their operating pattern and no two similar operators need have the same maintenance arrangements. Planning a maintenance check before the a/c is due for maintenance all these should be ready to start the maintenance immediately: Paper work Maintenance programs/LAMS Job cards/work cards/work schedules/work pack (combination of job cards) Maintenance manual/parts manuals/repair manuals A/c and engine propeller log books Register of job cards raised, with each card numbered Review of service bulletins (SBs from manufacturer informative/mandatory) and job cards raised Deferred defects list reviewed Mandatory modifications and inspections summary checked. Spares should be ordered in reference to deferred defects list, life items list and maintenance schedule. All spares should have their documentation checked and physically inspected. Labor the right number of staff and should be qualified as licensed/approved engineers

Maintenance Practice Hangarage check the availability, the space of hangar and workshop Equipment to carry out the maintenance should be available Modifications kits should be prepared in reference with SBs and CAA additional and emergency Airworthiness Directives and Mandatory Modifications and Inspections Summary (MAMIS) Operations schedule should be checked to see there is no disruption to the planned maintenance program.

Check procedure documentation

In large organizations, itll be carried out by tech records Air Operators Certificate (AOC) holders are responsible for ensuring that maintenance is completed at required time. The procedure is as follows: Tech records will consult AMS and produce job cards for all the tasks required Other job cards will be produced for all the extra work done including modifications and deferred defects. A register will be kept of all cards. Each card contains a reference to the source of technical information and bears the words of a certificate. These will be determined by the company policy. As the check progresses, defects will be discovered and more job cards will be created/ As work on each card is completed, it is signed. When all the work is done, a certificate of release to service (CRS) following scheduled maintenance inspection (SMI) will be raised and signed by the authorized JAR66 category C engineer. The a/c can be released for service All the job cards will be returned to tech records for the transfer of information in logbooks, modification record books etc. For contract maintenance the operator is responsible for providing a work pack. On completion all documents are returned to the operator for retention. The operator may contract that the work packs are retained by the approved maintenance organizations.

Modification procedures
Modifications are of two types: major and minor. A major modification may be a very small task but it is classified as major because it affects the safety of the a/c. Upon incorporation of the modification, details of it will be entered in the modification record book, logbooks with work done and tests carried out. A CRS is issued. Major modification procedure: Originator wishing to raise a major modification Applied to CAA on form AD 282 Investigation of modification CAA approval and issue of an Airworthiness Approval Notice (AAN- approval for design to start modification) Embodiment of modification and issue of CRS o A flight test may be needed as part of the modification to clear the a/c. The a/c is cleared for flight in accordance with a provided Flight Test Schedule and a Flight Test Report is made. A certificate for Fitness for Flight under A conditions must be used. Civil modification record is a record kept my each organization in which it must record all details of every modification it originates. Modification record book is part of the logbook for a/c exceeding 2730 kg MTOM and records all modifications/major repairs for an a/c.

Maintenance Practice Design deviation authorization (DDA) authorizes work, which deviates from existing, approved drawing, limits. MAMIS lists all of the mandatory modifications/inspections issued by CAA as ADs Airworthiness Directives is a mandatory instruction issued by an airworthiness authority to operators, manufacturers and maintenance organizations which must be complied with, within in a specified time limit. Each modification/inspection must be completed by the time stated or the a/c to which it relates is no longer airworthy and must not be allowed to fly. Foreign Airworthiness Directives lists all of the mandatory modifications/inspections issued by foreign airworthiness authorities in relation to the a/c and equipment. Volumes 1 and 2 relate to the a/c and engines constructed in the USA Volume 3 relates to a/c and engines constructed in countries beside USA/UK CAA Additional Airworthiness Directives is a summary of additional modifications/inspections relating to foreign built a/c engines and equipments on the UK register. CAA Emergency Airworthiness Directives is used to notify mandatory modifications/inspections for both UK and foreign products where a high degree of urgency exists. Included in MAMIS Letters To Operators (LTOs) are issued by the CAA to a/c operators to bring to the operators attention any urgent matter concerning airworthiness. They are often advance notice of the issue of an ASB and often as a feedback to the CAA of operators findings.

Stores procedures
Responsibility of Chief Inspector in organization to ensure stores procedure are adequate to: Ensure that all materials, parts and components are issued for use on a/c or a/c components, are of correct specification, in correct condition and have certificated documents. Enable the history of any important part of the a/c to be traced back to its raw materials. Each store system comprises of a: Quarantine store Bonded store Documentation storage are Quarantine store is the incoming side of the store system where all newly received parts/materials are held They should be proven that they: o Conform to the specification stated on their accompanying documents (that they are nor bogus parts see AWNs) o Bear certification documents that can be verified (JAA form 1) o Are undamaged in transit by carrying out an inspection After this is done, the items are registered in goods received register. Stores Release Notes (SRNs)/Goods Release Notes (GRNs) serve to identify the item and to certify its quality. Bonded store are where the items are held until required for use. Storage conditions are important. Stocks with a shell-life must be issued in strict rotation (first in, first out) Incoming certificate is a certificate by suppliers who are an approved organization to certify conformance with the appropriate requirements. Any certificate must be duplicated, one original travelling with the order and the copy held by the consignor. Certificates with error may not be destroyed without the authority of CAA. The a/c component documentation must show this: o Item part number and name o Serial/batch number o Stores release note number o Previous hours run, flown, pressure cycles

Maintenance Practice o Modification state. Consumable items such as nuts, bolts, washers etc are given a batch number and placed in bins/racks. Stores procedure: Items arrive to quarantine stores (QS) from supplier The documentation is verified The contents/items are checked for physical condition and checked that description/part numbers are as per documentation Entry is made in the stores register Completed company SRNs are attached to each item The numbers are recorded in the stores register against incoming certificates The items are passed to bonded store (BS) and stored in correct condition. Items issued to maintenance engineers upon request. IPC and AMM are checked. SRN, part numbers, serial numbers, description and physical condition is verified by the a/c engineer and item fitted to a/c. Details recorded in a/c documentation should include: SRN number, component part number and serial numbers, nomenclature (component name) and hours run/flown. After a/c records are completed/signed they are returned to tech records for action/storage. Unserviceable tag is completed and attached to defective item, which is returned to stores for forwarding to manufacturers/overhaul facility with all documentations attached. Records must be returned to stores to indicate what aircraft/components the new item is fitted to. (A/c registration, type/component name, part number, serial number)

Certification/Tech log

The tech log has two functions: To record the technical status of the a/c so that the prospective commander (legally responsible for a/c) can ascertain that the a/c is fit for the next flight. To record the technical details of the flight-by-flight operation of the a/c for transfer into its logbook system. It is a travelling copy of the a/cs logbooks. The tech log comprises sector record pages and deferred defect log. Sector record pages carry the name of the operator, registration mark and page number. Work done is recorded as: Pilot action: o Signs as accepting the a/c and its fuel state o Records times and places of take-offs and landings o Records duration of flight and hours to next inspection o Records the number of landings and pressurization cycles o Records details of defects affecting airworthiness and safe operation which makes a nil return o Sign-offs and records to date Maintenance personnel action: o LAE records the rectification of defects and certifies completion. o Records arrival fuel state, replenishment quantity and total quantities in each tank o Records/checks the deferred defects o Records the completion of pre-flight inspection. Deferred defects log Minimum equipment list (MEL) in flight operations manual permit the a/c to fly legally carrying certain defects. They are produced by the constructor for all recent a/c types, exceeding 2730kg. MEL are produced by operators using MMELs from the manufacturer as a basis, which have been approved by the CAA. The deferred log much record o The defect

Maintenance Practice o The sector record page number where the deferred defect was recorded o The limit of deference in time o The sector page number where the defect is cleared. Maintenance Statement, when completed must be signed by the category C base maintenance certifying engineer. It records: When the next check on the check cycle is due A list of out of phase items due before the next check Tech logs for a/c must be retained for two years after the a/c has been totally destroyed/withdrawn from service.

Logbooks are required by ANO for each a/c, engine and variable pitch propeller that forms the complete history. Information recorded comes from tech logs and maintenance records. Information must be transferred to logbooks as soon as possible, no later than 7 days after expiration of CMR Details recorded in logbooks: Reason for change of a component Details of removed component and replacement component should include: Name, part number and serial number Modification state and CG position Life/hours flown SRC number/Batch number A/c removed from/fitted to

Logbooks

Quality control is a management system for programming and coordinating airworthiness standards within an organization o provide for maintenance, overhaul, repair and defect rectification to be accomplished in compliance with JAA/CAA requirements. Some roles of quality department are: Arranging for independent quality audits Control on variations Flight manual amendment status Performance test flight schedules Preparation for a/c weight schedules Accident/incident investigation Application of certificate of airworthiness Maintenance management exposition (MME) will detail specific maintenance tasks that are required to be carried out but dont fall within the responsibility of the maintenance organization. Tasks include: Engine running A/c weighing Compass swings A/c battery servicing Control of fuel uplifts Control of ground equipment/tools Unscheduled maintenance may be due to a heavy landing or if an a/c has gone through turbulence in flight. These maintenance checks are difficult to plan and if the defect is cant be differed or if a stand by a/c is not available then it can cause disruptions in flight schedules.

Quality control/maintenance

Maintenance Practice

Control of life limited components

Life limited items are changed during a maintenance check. It is changed as near to its stated life as possible within the tolerance allowed. If the life deadline falls within a period where no checks are due then a judgment has to be made whether to change the component at its life deadline or in the check prior to the deadline. Changing it at its life deadline incurs the penalty of a/c downtime outside the check cycle. Changing it at the check prior to the deadline incurs the penalty of taking a component off the a/c still with some hours to run.

Maintenance Practice Safe Working Load (SWL) Auxiliary Power Unit (APU) Ground Power Unit (GPU) Light Aircraft Maintenance Schedule (LAMS) Service Bulletins (SBs)/Service Letters (SLs) Airworthiness Directives (AWDs or ADs) Mandatory Modifications and Inspections Summary (MAMIS) Air Operators Certificate (AOC) Aircraft Maintenance Schedule (AMS) Certificate of Release to Service (CRS) Scheduled Maintenance Inspection (SMI) Airworthiness Approval Notice (AAN) Design Deviation Authorization (DDA) Foreign Airworthiness Directives (FAD) Letters To Operators (LTOs) Stores Release Notes (SRNs)/Goods Release Notes (GRNs) Stored Release Certificate (SRC) Illustrated Parts Catalogue (IPC) Quarantine store (QS) Bonded store (BS) Licensed Aircraft Engineer (LAE) Minimum Equipment Lists (MEL) Master Minimum Equipment Lists (MMELs) Air Navigation Order (ANO) Variable Pitch (VP) Certification Maintenance Requirements (CMR) Quality Assurance (QA) Maintenance Management Exposition (MME) Maximum Total Weight Authorized (MTWA) Standard Mean Chord (SMC)/Mean Aerodynamic Chord (MAC) British Civil Airworthiness Requirement (BCAR) High Intensity Radiated Fields (HIRF)