...ABNORMAL EVENTS All aircraft are designed to withstand the normal flight and landing loads expected during a typical flight cycle. These loads will include the normal manoeuvres the aircraft is expected to make. The designer will build in a safety factor to compensate for loads slightly larger than normal. Sometimes extreme circumstances occur which cause stresses outside the normal design limits. If the design limits are exceeded, then damage may occur to the aircraft. If it is known or suspected that the aircraft has be en subjected to excessive loads, then an inspection should be made, to ascertain the nature of any damage that may have occurred. The manufacturer will normally have anticipated the nature of some of these occurrences and detailed special checks for these µAbnormal Occurrences¶. 1.1 T YPES OF ABNORMAL OCCURRENCES The aircraft maintenance manual will normally list the types of abnormal occurrences needing special inspection. The list may vary, depending on the aircraft. The following items are a selection from a typical aircraft: y y y y y y y y y y y Lightning strikes High-intensity radiated fields penetration Heavy or overweight landing Flight through severe turbulence Burst tyre Flap or slat over-speed Flight through volcanic ash Tail strike Mercury spillage Dragged engine or e ngine seizure High-energy stop. 1.2 T YPES OF DAMAGE It is not intended to describe the types of damage applicable to every type of occurrence. It is more important...
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...Aircraft Maintenance Topics • • • • • • • • • • FAA Regulations Aircraft Categories, Types Manuals Maintenance Forms and Records Operations with Inoperative Equipment Special Flight Permits Aviation Safety Reporting System (ASRS) Repairs and Alterations – Airlines Maintenance Organizations Maintenance Terms Aircraft Maintenance FAA Regulations Regarding Aircraft Maintenance – Click here Note, the FAA document has the entry in the table for “14 CFR Part I” as14 CFR Part 1”. The part should not be Roman numeral “I”. Aircraft Category and Class • NOTE: There are two definitions in the FARs for Category and Class. ▫ Certification of Airmen ▫ Certification Of Aircraft • It can easily be confusing Certification of Airmen CATEGORY Airplane Rotorcraft Glider Lighter-than-air Certification Of Aircraft CATEGORY Transport Normal Utility Limited Restricted Acrobatic Provisional CLASS Single-Engine Land (SEL) Single-Engine Sea (SES) Multi-engine Land (MEL) Multi-engine Sea (MES) TYPE Embraer ERJ-145 Boeing 737 Airbus A-319 Etc. CLASS Airplane Rotorcraft Glider Lighter-than-air Manuals • Airplane Flight Manuals – All Aircraft ▫ Critical part of the aircraft (Airplanespecific) ▫ Includes instrument markings and placards ▫ Manual Contents Limitations Operating procedures Performance Manuals • PART 91 Operation: • Owner/operator – Limited responsibility ▫ Selection of inspection program ▫ Scheduling the aircraft for the inspections...
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...Aircraft maintenance is a huge part of any operation dealing with aircraft and flying, whether it is military or commercial flying. On average there is between ten and fifteen man- hours of maintenance for each hour of flight time. Strict procedures and guidelines are set in place, and strictly enforced to ensure the safety of all involved, maintainers, aircrews and the aircraft. Aircraft maintenance is so important and throughout the years it has been becoming more efficient and reliable with more policies put in place. Aircraft maintainers are highly skilled technicians that are required to go through specific training, which is required by the Federal Aviation Administration. For most commercial aircraft maintenance jobs it is required for each person to hold a mechanic’s certificate, also know as an airframe and power plant license. To obtain one of the licenses you must have at least eighteen months of either power plant or airframe practical experience, or at least thirty months working on each at the same time. Another acceptable requirement to work in the maintenance field is you could graduate from one of many approved maintenance technician schools such as Embry Riddle Aeronautical University. Whether the technician goes to college to get their training, or received hands on experienced and passes a number of tests we can be confident in their knowledge. Maintenance departments are a huge part of any flying organization. They are responsible for scheduled and unscheduled...
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...Impacts of New Technology on Aircraft Maintenance Abstract In this research paper the author identifies several key areas of interest when introducing new technologies in the aviation industry. The majority of the focus surrounds the maintainability of these new technologies and the significant impacts to the maintainers themselves. Much emphasis is given to the people responsible to maintain the aircraft from a human factors perspective. There are many maintenance aspects addressed in the paper to include the impacts on Training and Certification of aircraft mechanics, design considerations in terms of capabilities and ease of access of components and associated equipment. Advancements in procedures, interactive technical manuals and specific emerging maintenance techniques and troubleshooting are introduced from the maintainer’s perspective and those impacts addressed. The key impacts of new technology are summarized for domestic, international, military aircraft operational environments, and the paper concludes with an examination of the advantages and disadvantages of new technologies on aircraft maintenance. Keywords: aircraft maintainability, design for maintenance, personnel training, human factors Impacts of New Technology on Aircraft Maintenance Advancements in technology are a continuous and necessary aspect of our culture. The desire to stay ahead of the competition in both domestic and international environments is what makes our country’s aviation and...
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...The Fear in Aviation Maintenance Aircraft maintenance is arguably one of the best managed maintenance practices across different industries. Aircraft maintenance operations in the US are usually closely monitored by the Federal Aviation Administration (FAA) which ensures that the maintenance practices are done in a proper manner. Despite this oversight, maintenance errors still occur and have been, on many occasions, stated as the main cause of aircraft accidents. Knowledge of the factors that contribute to maintenance errors and therefore aircraft accidents can go a long way in enabling the industry regulars to draft precautionary measures and safety protocols to reduce the occurrence of these accidents. I. Factors contributing to maintenance errors Human factors, management factors, and structure factors are the most common factors that contribute to errors during the maintenance of aircraft (Stolzer, Halford & Goglia, 2012). Of the three factors, human factors account for the majority maintenance errors and therefore majority of aircraft accidents. There are numerous factors that can directly or indirectly contribute to human factors in maintenance errors can be categorized into the three groups of individual factors, job factors and organizational factors. Individual factors are those capabilities and attributes of an individual that may cause the individual to commit an error. These factors include their habits, personal attitudes, skills, personalities and their competence...
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...understand the construction and systems of the landing gear of the Airbus A320. Operation of the landing gear is made possible through extension/retraction, steering, braking and damping systems. In order to maintain the safety of the aircraft, the design of the landing is satisfied to the legislation of the European Aviation Safety Agency . With the knowledge of the landing gear construction of the Airbus A320, the forces on the construction calculated during different flight phases. In these flight phases the aircraft endures several forces. The materials that are used depends on the forces at the aircraft . Then, with a good insight of the A320’s landing gear I’m able to provide an in detail overview of the common faults and problems of the A320’s landing gear. These faults and problems have consequences for the aircrafts airworthiness. Change in the aircraft’s airworthiness requires maintenance with inevitable costs for the airline . The used main sources, serve as information to learn how the landing gear of the Airbus A320 operates. Literature review The Airbus A320 family consists of short- to medium-range, narrow-body, commercial passenger jet airliners manufactured by Airbus. The family includes the A318, A319, A320 and A321, and the ACJ business jet. Final assembly of the family in Europe takes place in Toulouse, France, and Hamburg, Germany. Since 2009, a plant in Tianjin in the People's Republic of China has also started producing aircraft for Chinese airlines. In...
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...Army Unit Level Logistics System-Aviation (Enhanced) (ULLS-A (E)) is a total force solution used by the active Army, Army National Guard, and Army Reserve components in tactical and non-tactical environments. ULLS-A (E) is used at all levels of Army Aviation, from the aircraft maintainer to the Depot and Logistics Readiness Center repair facilities. ULLS-A (E) is the aviation system of record for: • Operational Readiness Reporting. • Maintenance Record Keeping. • Maintenance Man-hour Tracking. • Aircrew Flight Hour Tracking. • Work Order Management. • Supply Systems Interfaces and Asset Management. (Holliday & Mathiesen, 2017) The ULLS-A (E) system permits the Army Maintenance Management System-Aviation (AMMS-A) to be used in an automated environment. This function is important so that the Department of the Army Pamphlet 738-751...
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... 84405 Company Introduction: Borsight is a System Engineering, Integration, & Manufacturing Services provider. Our expertise includes mission functionality as well as human factors analysis in defining user requirements by utilizing a disciplined system engineering approach. Borsight provides the following services: Full Spectrum Weapons Systems Integration (Hardware, Software, & Operation Flight Program (OFP)); Full Spectrum Flight Test Support; Configuration Control / Management; Aircraft System Level Integration & Modification; OFP Integration, Development, and Independent Verification & Validation (IV&V); Software & Hardware Modification / Sustainment; Engineering and Technical Services Position Description Performs preventive maintenance, modifications, inspections, and repairs to fixed wing aircraft and/or helicopters, using specialized equipment, in accordance with appropriate federal aviation regulations, manufacturer's recommendations, technical manuals, and/or Government/industry standards. Maintains standard inventory of spare parts necessary to conduct uninterrupted maintenance, modifications, and repairs. Maintains a comprehensive record system of all maintenance work performed on each aircraft to comply with the component mandates of the Federal Aviation Administration (FAA), DoD, and/or the manufacturer. Qualifications Experience: 5-15 years in broad range of aircraft systems installation, modification and maintenance; Able to read and comprehend avionics drawings...
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...Managing and Regulating Global Maintenance, Repair, and Overhaul Facilities to Elevate Standards Equal to Domestic Facilities Name Institution Managing and Regulating Global Maintenance, Repair, and Overhaul Facilities to Elevate Standards Equal to Domestic Facilities Introduction Airline companies and private aircrafts in developed countries are increasingly outsourcing airplane maintenance, overhaul, and repair services abroad, especially in developing economies. There are as many speculations as to the cause of this trend with recent report by the Federal Aviation Authority (FAA) showing that these companies intend to cut costs. In other words, mechanics and other repair and maintenance professionals in countries such as the United States (U.S.), the United Kingdom (UK), Germany, and France are costly. Furthermore, Fielding, Lo, and Yang (2010) attribute the same to an increase in aeronautical fuel. As such, aircrafts need to balance between making profits and losses related to repair and maintenance overhead costs. However, the main conundrum that every stakeholder asks is whether or not it is safe to have airplanes maintained by mechanics in foreign countries? Following the many maintenance-related incidents, airlines are becoming more skeptical of these abroad service providing companies and personnel. Such accidents results from negligence, incompetent, lack of coordination and documentation of maintenance records. Given that most incidents are also associated...
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...Users Manual for the Army Maintenance Management System— Aviation (TAMMS-A) Headquarters Department of the Army Washington, DC 15 March 1999 UNCLASSIFIED SUMMARY of CHANGE DA PAM 738–751 Functional Users Manual for the Army Maintenance Management System— Aviation (TAMMS-A) This revision-o o o Adds an Aircraft Transfer Decision Table (chap 1). Converts the removal/achievement codes back to failure codes (chap 1). Adds procedures for the Unit Level Logistics System-Aviation (chaps 1, 2, 3, and 4). Introduces DA Form 2408-14-1 (Uncorrected Fault Record Aircraft) (chap 2). DA Form 2408-14 (Uncorrected Fault Record) will no longer be used for aviation equipment. Incorporates Standard Army Maintenance System procedures (chap 3). Adds procedures for documentation of component repair at Aviation Intermediate Maintenance and depot levels of maintenance (chap 3). Adds phase maintenance and periodic inspection documentation procedures (chap 3). Adds information on migrating automated DA Form 2410 (Component Removal and Repair/Overhaul Record) data (chap 3). Changes DA Form 2410 and instructions. Therefore, the U.S. Army Aviation and Missile Command’s Guide/Workbook for the DA Form 2410, The Army Maintenance Management System Aviation (TAMMS-A), October 1992, is obsolete (chap 3). Adds instructions for DA Form 2408-16 (Aircraft Component Historical Record) and DA Form 2410 to track aircraft survivability equipment electronic countermeasures and avionics systems Line Replaceable Units...
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...condition based maintenance programs to replace the traditional hour based maintenance on Military rotor wing aircraft. There are several advantages and disadvantages to this type of maintenance. The purpose of this paper is to discuss both and the affect that they play in regards to the organizational behavior of a business. There are distinct advantages in regards to cost when we talk about condition based maintenance. Replacing a part only when it is likely to fail saves the cost of replacement at a possible earlier time like in a phase based program, or catching a part that might have failed prior to the required hour inspection or replacement time. But this new technology comes with a cost. A cost, not only monetary, but also within the organizational behavior of a corporation or organization such as the military. When we talk about Managing change and stress, we have to talk about the external forces of change effecting these technological advancements. The technology of condition based maintenance is justified through the savings it generates through the maintenance program but what cost will it have on the people working on these aircraft? Will there be a reduction in jobs? This concern can start trouble, rumors, and decreased production from employees that normally work hard. What effect will it have on the organizational design? Will there be an increase or decrease in managerial roles? Will there be an increased perception of reliability or confidence of the aircraft from the...
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...ATSB TRANSPORT SAFETY REPORT Aviation Research and Analysis Report – AR-2008-055 An Overview of Human Factors in Aviation Maintenance Alan Hobbs Ph.D. December 2008 ATSB TRANSPORT SAFETY REPORT Aviation Research and Analysis Report AR-2008-055 Final An Overview of Human Factors in Aviation Maintenance Alan Hobbs Ph.D. - iii - Published by: Postal address: Office location: Telephone: Facsimile: E-mail: Internet: Australian Transport Safety Bureau PO Box 967, Civic Square ACT 2608 62 Northbourne Ave, Canberra City, Australian Capital Territory 1800 020 616; from overseas + 61 2 6274 6440 Accident and incident notification: 1800 011 034 (24 hours) 02 6247 3117; from overseas + 61 2 6247 3117 atsbinfo@atsb.gov.au www.atsb.gov.au © Commonwealth of Australia 2008. This work is copyright. In the interests of enhancing the value of the information contained in this publication you may copy, download, display, print, reproduce and distribute this material in unaltered form (retaining this notice). However, copyright in the material obtained from other agencies, private individuals or organisations, belongs to those agencies, individuals or organisations. Where you want to use their material you will need to contact them directly. Subject to the provisions of the Copyright Act 1968, you must not make any other use of the material in this publication unless you have the permission of the Australian Transport Safety Bureau. Please direct requests for further...
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...Creative Process in Aircraft Troubleshooting Trevor G. Bryant PHL458 December 3, 2012 Donald Linville Creative Process in the Aircraft Troubleshooting World In all my years in the Air Force nothing made me more excited than troubleshoot an aircraft weapons system malfunction. Discovering what caused the problem, where that particular problem was on the aircraft and coming up with the final solution gave me such pride in what I did on a daily basis. What was best was when I was working on the A-10A aircraft. This was not the high tech computer heavy aircraft in today’s Air Force. This was a “hard-wired” jet that had little to no digital capabilities. To troubleshoot these took time tracing faults through wires and reading wiring diagrams and schematics. I spend many times inside a Hardened Aircraft Shelter with a multi-meter and a book in front of me, checking for voltage and continuity in wires. It came natural to me and I never thought of the processes that I used to accomplish the troubleshooting. As I look back on these times, I was definitely using a creative process to fix these ailing aircraft, and it was very simple in the way things flowed. Troubleshooting Defined Basically troubleshooting is finding a way to fix a know problem. Webster Dictionary defines a troubleshooter as “a person skilled at solving or anticipating problems or difficulties” or “a skilled worker employed to locate trouble and make repairs in machinery and technical equipment” (Marriam-Webster)...
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...Project 1 Manage Risk Part 1 – Plan for enterprise risk management Risk management policies, procedures and processes The risk management organisation I will describe is an engineering department of an airline, for the scenario the maintenance division is appropriate for this project. Policies, procedures and processes are widely use in the aeronautical sector, for the maintenance department there is an extensive list of compulsory requirements in order to maintain the safety with aircraft operations; the following list described some of the main policies, procedures and processes when an aircraft is checking before taking off: * Pre flights check list policies, procedures and processes as it should be done for a CESSNA aircraft: The "once over" As you approach the aircraft, give it a "once over." From a distance you can see the whole airplane, and this vantage point can reveal such problems as flat tires and bent or damaged wings, gear struts, fuselage, or empennage. Do not assume that the airplane is okay because you just flew it 10 minutes ago. ARROW check When you reach the cockpit, check first for the necessary documents—the FAA says an airplane cannot legally fly without them. Make sure the airplane has an ARROW, the acronym that helps you remember the required documents: airworthiness certificate, registration, radio station license, operating limitation documents, and weight and balance information. You will most likely find them all in a clear plastic pouch...
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...NTSB determined the cause of the accident to be the asymmetric stall and the subsequent roll of the aircraft. This was caused by uncommanded retraction of the left wing outboard leading edge slats and the lass of stall warning and slat disagreement indication systems. This was a result of the separation of the number 1 engine and pylon assembly at the critical point during takeoff, Accident Threat Categories. (n.d.). Structural and Mechanical Factors NTSB believes that the design of the pylon was below standards in regards to its maintenance and many pylons were removed and reinstalled without the damage to the aircraft. McDonnell Douglas was aware of the precision requirements when installing pylons due to the minimal clearances allowed between pylon-to-wing attachment points. It therefore specified in its original maintenance procedures that the engine must be separate from the pylon before the pylon is removed from the wing to prevent damage to the wing. However, in what was considered to increase efficiency, safety and economy, three major airlines including American Airlines came up with procedures to comply with the changes in service bulletins 34-48 and 5459 by removing the pylon and the engine as one unit. American Airline and Continental Airlines designed their own procedure which did not require FAA’s approval which eventually damaged the critical member of the aircraft. American Airlines program had deficiencies and they contributed to the accident. Contributing Factors...
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