Maintenance

planning

NE OF THE MOST IMPORTANT

elements of maintenance management is planning.

This is as important for a commercially
operated aircraft as for private aircraft. Good
maintenance planning helps to manage costs.
There is more to planning than setting up
a schedule of maintenance inspections and
tasks, and taking the aircraft to the local maintenance organisation. Reducing delays caused
by unexpected failures is a benefit of good
planning.
Most owners and operators know when
and where their planned maintenance will be
performed, but few plan for maintenance of
components that need overhauling. Consider those "on condition" components which
are within performance limits but showing
adverse trends.
Check whether it is more cost effective to
have a component overhauled or exchanged.
You should also check whether replacement
parts are available to allow you to keep the aircraft flying while your component is being
overhauled.
Planning is about organising where parts
will be overhauled, as well as how they will be
purchased, and supplied. A well-planned
maintenance program will prevent unnecessary delays in returning the aircraft to service.

Assessing class
B aircraft
A MAINTENANCE PROGRAM FOR A CLASS B
aircraft will, at a minimum, consist of a maintenance schedule that is either the manufacturer's, the Certificate of Registration (CofE)
holder's own CASA-approved schedule, or the
CASA maintenance schedule.
Additionally, the maintenance program
includes time-life limitations in the airwor32 FLIGHT SAFETY AUSTRALIA SEASON 1997

thiness limitations section of the manufacturer's maintenance manual, applicable Australian Airworthiness Directives, maintenance
requirements for embodied modifications,
any additional maintenance required by the
CofR holder, and any CASA maintenance
directions.
The option to elect a maintenance program
may depend on the type of aircraft, its operating environment, as well as the type and
complexity of the aircraft's engine and equipment.
The manufacturer's maintenance program,
with any necessary continuing airworthiness
work, is generally accepted to be the most
appropriate.
If the CofR holder wants to use the CASA
maintenance schedule as the basis of maintenance program, the CofE holder should evaluate the manufacturer's maintenance schedule (if any) to ensure that the CASA
maintenance schedule is appropriate for the
type and operation of the aircraft.
The CASA maintenance schedule can only
be used for class B aeroplanes (power driven,
fixed-wing aircraft), not helicopters. This is
because the schedule does not cover a helicopter's dynamic components such as rotors,
gearboxes, drive trains, and so on.
If the manufacturer's maintenance program appears unlikely to prevent failure of
critical parts and components; or does not

address all systems/equipment; or is unsuitable for the type of operation, you should
supplement the maintenance program with
inspection tasks.
The CASA maintenance schedule is a list of
generic inspection tasks that may be used
when the manufacturer's maintenance schedule is considered deficient. It is not a complete
program.
A maintenance program should adequately cover (as applicable): airframe; engine(s);
propeller(s) or rotors; mechanical systems;
electrical systems; instruments; communica-

tion systems; survival equipment; emergency

equipment; and other equipment installed on
the aircraft.
Corrosion control also should be considered when an aircraft has or will be operating
in coastal regions.
For the components and systems not covered in the maintenance program, the program should be amended to include the manufacturer's instructions for the component,
equipment or systems. Where these instructions are unavailable or are inadequate, the
program should at least include details of a
visual inspection and functional check of the
installed components.
A maintenance program may become inappropriate as a result of a change in aircraft
usage patterns; for example, the introduction
of routine flights which are short or heavy.
There is no need to amend a maintenance
program because of temporary inclusion of
an aircraft component required for certain
non-routine operations, such as for banner
towing or geographical survey.
For aircraft involved in flight tests there is
cause for caution, especially where the aircraft
is put into routine service. Normal systems
and schedules of maintenance may not be
appropriate. Prototype and test aircraft which
are sold by their design organisation for use
in routine service should be rigorously and
regularly inspected. Components may have
short retirement lives imposed.
CofE who holders become aware that the
aircraft maintenance program is defective or
inappropriate, they must take action to have
the matter rectified.
If an approved maintenance program is
used, a request to extend the maintenance task
interval may be approved by CASA or an
authorised person where evidence of reliability can be demonstrated.
The CofR holder should also carry out a
periodic review of the maintenance program
to determine the type and complexity of the
equipment, or the type and environment of
aircraft operation.
Organisations maintaining or operating a
class B aircraft are usually the first to realise
that the maintenance program is defective or
inappropriate for that type of aircraft or operation.
CofE holders should make arrangements
with maintenance organisations or operators
to ensure notification if the program is inappropriate or defective.
Ken Cannane is manager of CASA '5 continuing
airworthiness section.