Chapter 3 Contents
Contents / 1Objectives / 2
General Classification of Aircraft / 3
Operating Sectors / 6
JAR OPS / 7
Operators Responsibilities / 8
MMEL & MEL / 9
Air Operators Certificate / 11
Maintenance Responsibility / 12
Documents to Be Carried
Registration Marks of Aircraft
Aircraft Internal/External Markings / 13
14
15
Maintenance programmes / 17
JAR-145 / 24
Large and Small Organisations / 29
ANO Articles / 31
Aircraft maintenance & documentation / 35
ATA 100 / 37
Maintenance systems / 39
Maintenance management / 44
Pilot maintenance / 47
Maintenance, Overhaul and Repair manuals / 48
Maintenance of aircraft / 50
MRB / 53
Maintenance Schedules / 54
LAMS / 57
Certification / 58
Certificate of Maintenance Review / 66
Penalties / 70
Authorisation Certificates
Protected Rights / 71
72
Safety Critical Tasks
Duplicate Inspections / 75
76
Workpack / 79
Technical Log / 80
Renewal of Certificate of Airworthiness / 87
Flight Test Schedule / 98
ETOPS - Maintenance and Despatch Requirements
AWO - Maintenance Requirements (CAP 360)
Tech Log Exercise
Workpack Exercise / 105
107
109
115
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OBJECTIVES
At the end of this chapter, you will be able to:
1. Demonstrate a general appreciation and familiarisation with:
a an Air Operators Certificate (AOC)
b the Operators responsibilities
c the documentation to be carried in an aircraft
d aircraft placarding
2. Describe and explain the principles associated with Sub-part M of JAR Ops including:
a Maintenance responsibilities including:
(i) duplicate inspections
(ii) signing of CRS and CMR
b Maintenance Management including the recognition of the various maintenance systems
c Aircraft Technical Log
d Maintenance records and Log Books
e Accident and Occurrence Reporting
3. Demonstrate a general appreciation of the issues and procedures related to:
a Continuing airworthiness
b Test Flights
c ETOPS, maintenance and dispatch requirements
d All weather operations, CAT 2/3 operations and minimum
equipment requirements
This chapter intends to cover the regulations, of importance to the aircraft engineer, related to the Operation and Maintenance of aircraft that have already received a Certificate of Airworthiness and where appropriate a Type Certificate.
Aircraft are manufactured to the highest standard of airworthiness, as shown in Chapter 2, and it is the aircraft engineers’ responsibility to maintain the aircraft to these high standards for the rest of the aircraft’s life
Before commencing with the body of the subject matter it is essential to understand some basic classifications often used in the descriptive processes within the chapter.
General Classification of Aircraft. (ANO Schedule 2 Part A)
The terms ‘aircraft’ or ‘aeroplane’ cover all vehicles that travel through the air. For the purpose of regulation, aircraft are sub-divided into many different groups and weight categories. The table in Figure 3.1 below illustrates these aircraft classifications.
/ Free Balloon/ Non-Power Driven
Lighter than air / Captive Balloon
Aircraft
Power Driven /
Airship
Aircraft / GliderNon Power Driven
Kite
/ Heavier than air
Aircraft / Aeroplane Landplane
Aeroplane Seaplane
Aeroplane Amphibian
Aeropplane Self-Launching
Power Driven / Motor Glider
Powered Lift Tilt Rotor
Helicopter
Rotorcraft
Gyroplane
Figure 3.1 ANO Sched 2 Pt A, Classification of Aircraft
For the purpose of convenience, most requirements, orders and regulations apply to aircraft that are classified within one or more specific weight categories. The term generally used in conjunction with aircraft weight is the ‘Maximum Take-Off Mass’ or MTOM. (Previously known in BCAR publications as Maximum Take-Off Weight Authorised, MTWA). Figure 3.2 shows these categories and it is as well to keep these figures in mind during the course.
Metric / Imperial0 - 2730 kg / 0 - 6020 lbs
2730 - 5700 kg / 6020 - 12750 lbs
5700 - 13610 kg / 12750 - 30000 lbs
above 13610 kg / above 30000 lbs
Figure 3.2 Aircraft Weight Categories
It is often hard to visualise these weight categories in relation to current aircraft Whilst it is not a requirement of this course that you remember these examples it helps to understand the context in relation to aviation legislation. Figure 3.3, shows some aircraft at the exact weight categories described above, whilst the table below shows some typical aircraft weights.
Fokker 50 / approx. 20,000 kg (44,100 lbs)Concorde / approx. 185,000 kg (408,000 lbs)
Airbus 380 / approx. 490,000 kg (1,080,000 lbs)
Fokker 100 / approx. 43,000 kg (94,800 lbs)
Learjet 60 / approx. 10,5000 kg (23,200 lbs)
Boeing 777 / approx. 267,000 kg (590,000 lbs)
Figure 3.3 Examples of Aircraft Close to MTOM Categories
Operating Sectors
The sectors in which aircraft operate in the UK civil airspace, are divided into four categories. They are:
First Level
At this level we have the public sector airlines operating transport category aircraft fleets on scheduled revenue passenger and freight services over both domestic and international routes.
Second Level
In the second and third levels, we have the private or independent airline sector. These airlines operate transport category aircraft in a similar manner to the first level airlines but, in the second level, the services cover inclusive tour services and charter flights.
Third Level
At the third level, small and medium sized public transport aircraft operate passenger, freight, commuter or air taxi, charter and air ambulance services.
General Aviation
The General Aviation sector may broadly be defined as any aeronautical activity excluding scheduled services. Small and medium sized aircraft in the appropriate
C of A categories, are used for such activities as flying school training, flying clubs. company executive transport, pleasure and business flying by private owners, air taxi services, charter flights, crop spraying and aerial surveying.
Some General Aviation Facts
In the mid 1990’s there was a study of General Aviation (G.A.) utilisation. It discovered that G.A. consisted of :-
a. 96% of the total western civil fleet.
b. 96% of all civil pilots.
c. 80% of all civil flying hours
d. 50% of the total passenger traffic
e. Only 7% of civil aviation fuel consumption
During the sample year in the United Kingdom, the General Aviation fleet logged 900,000 flying hours while the Commercial fleet (First, Second and Third Level), logged only 600,000 hours. The numbers of registered aircraft should also be considered; 700 commercial against 10,000 General Aviation in the UK.
JAR OPS
JAR OPS 1 prescribes requirements applicable to the operation of any civil aeroplane for the purpose of Commercial Air Transportation (CAT). The operator’s principle place of business must be within a JAA member state. JAR OPS 1 does not apply to military, customs or police air operations.
JAR OPS is divided into 4 parts:
JAR OPS 1 - CAT - Fixed wing
JAR OPS 2 - General Aviation - Fixed wing
JAR OPS 3 - CAT - Helicopters
JAR OPS 4 - General Aviation - Helicopters
JAR OPS 1
JAR OPS 1 is divided into several parts, each part covering specific requirements related to the operation and maintenance of CAT aircraft. The part concerning aircraft maintenance is found at sub-part M and is dealt with in more detail later in this chapter. In general the basic requirements of JAR-OPS1 state that:
(a) An operator shall not operate an aeroplane for the purpose of commercial air transportation other than in accordance with JAR-OPS Part 1.
(b) An operator shall comply with the requirements in JAR-26 applicable to aeroplanes operated for the purpose of commercial air transportation. Until formal implementation of JAR26, current national aviation regulations will apply.
(c) Each aeroplane shall be operated in compliance with the terms of its Certificate of Airworthiness and within the approved limitations contained in its Aeroplane Flight Manual.
(d) Air Taxi and Aeroplane Emergency Medical Service (EMS) operations shall be conducted in accordance with the requirements contained in JAR-OPS Part 1 except for the variations contained in Subpart Q, Appendices A and B respectively.
NOTE: Currently Sub-part ‘Q’ (Flight and Crew Duty Times), has not been issued. CAP 360 Pt 1 Chapter 2(4) and CAP 371 apply.
Operator’s Responsibilities
The operator’s responsibilities are fully described within JAR OPS. In particular an operator must ensure that:
a. all employees are aware of the need to comply with the laws, regulations and procedures of the States in which operations are conducted.
b. all crewmembers are similarly aware of the laws etc. pertinent to the performance of their duties.
c. All crew members can communicate in a common language
d. All operations personnel can understand the language in which the parts of the Operations Manual applicable to their duties are written.
In addition:
e. an operator shall establish a Minimum Equipment List (MEL) which will be approved by the NAA. This MEL will be based upon, but not less than, the Master Minimum Equipment List (MMEL). The operator cannot operate an aircraft outside the MEL without the authority of the NAA.
f. An operator shall not operate an aeroplane other than in accordance with the MEL unless permitted by the Authority. Any such permission will in no circumstances permit operation outside the constraints of the MMEL.
Master Minimum Equipment Lists
The Master Minimum Equipment List (MMEL) is a permissive list of items that may be temporarily inoperative on an aircraft exceeding 2730kg MTOM, in the Transport, Aerial and Private categories. It is especially important when the aircraft is away from the operator’s main base. The desired level of safety must be maintained, at the time of dispatch on revenue operations, in accordance with Article 16 of the ANO, whilst operating within a controlled and sound programme of repairs, replacement and servicing.
The MMEL is a list that covers all aircraft of a specific type, which may be generated by the Aircraft Manufacturer or by the responsible N.A.A. The procedure for producing this list can be found in the C.A.A. Publication CAP 549 – Master Minimum Equipment Lists (MMEL) and Minimum Equipment Lists (MEL).
In developing a MMEL, due consideration is given to appropriate Air Navigation legislation, design requirements, National Airworthiness Authority policy, operational considerations, and mandatory stipulations applicable to the aircraft type. (e.g. Airworthiness Directives, Airworthiness Notices, and the requirements of the Flight Manual.
Minimum Equipment Lists (Allowable Deficiency List or GO/NO-GO List)
The MEL must be no less restrictive than the applicable MMEL but it may include additional advisory material and define any additional or modified operational procedures or maintenance procedures identified within the MEL. AOC operators are required to publish these procedures in their Operations Manual, Part 9 in accordance with JAR-OPS 1.030. For non-AOC operators, MEL procedures may be approved in isolation.
The additional and/or modified procedures mentioned above, are normally either operational, and therefore annotated with an (O) against the relevant entry, or maintenance, annotated with an (M). Both of these annotations will place some form of restriction or limitation with regard to the operation of the aircraft.
The MEL would also include specific alleviations appropriate to the operators circumstances in respect of items annotated “As required by Air Navigation Legislation” in the MMEL.
Compilation of the list is the joint responsibility of the operator's engineering and operations department.
Due consideration is given to the duplication of equipment and the alternative methods of operation. When assessing whether an aircraft can fly with an unserviceability or not, it is the general rule that at any time, one further failure should not produce a hazardous situation.
It is vitally important for engineers to thoroughly read the maintenance requirements, if any, which need to be carried out when invoking the MEL. Many items within the MEL may require additional maintenance activities and failure to comply with these requirements invalidates the Certificate of Airworthiness of the aircraft and leaves the engineer liable for punishment under the ANO.
Deficiencies are usually categorised in a list to indicate that:
1) the aircraft can fly to the next line station where spares are available.
2) the fault is to be rectified at the next return to base
3) further details are to be obtained from base
4) the aircraft can be flown without a commercial load and with certain restrictions on the operation.
When a list is completed it is finally agreed in consultation with the NAA and is normally included in the flight and operations manuals for the aircraft type. The final decision on whether an aircraft may or may not fly with a deficiency, normally rests with the Captain, although some companies require the Captain to consult with their own Quality or Operations departments first.
In KLM uk, defects are classified as “A”, “B” or “C”. A Technical Log entry by the captain is annotated an “A” defect and it must, if possible, be rectified immediately. If this is not possible, the MEL informs the engineer whether the defect can be entered in the “B” defect log sheet (Affecting Airworthiness), the “C” defect log sheet (Tertiary faults – trim, etc.) or if it must be rectified before the next flight.
Configuration Deviation Lists
In Section 8 of the Operations Manual can be found the Configuration Deviation List (CDL). This list contains the secondary airframe components and engine cowl parts that can be removed (or missing) to permit, in most cases, restricted commercial operations. Minor items, such as static dischargers, certain lights, etc. may be missing or removed with no restrictions on the operation of the aircraft.
Air Operator’s Certificate (AOC)
A Company operating an aircraft for the purpose of Public Transportation, within the UK, must have an AOC granted to the company, in accordance with JAR-OPS 1.175 and the Air Navigation Order (ANO) Article 6.
An Air Operator’s Certificate will specify the following details:
The name and location of the operator’s main place of business.
The date of issue and the period of validity of the certificate. This validity is normally ‘until revoked’.
A full description of the type of operations authorised, the type(s) of aircraft being operated and their registration markings.