Aircraft Inspections-is the process of systematically examining, ducking, and testing aircraft structural members, components and systems to detect actual or potential unserviceable condition-routine inspections-servicing, performing tests on the aircraft at prescribed intervals

Aircraft Maintenance-overhaul, repair, inspection, or modification of an aircraft-includes the installation and removal of a component from an aircraft or aircraft assembly

Differece Between Maintenance & InspectionMaintenance- process of preserving condition of airworthiness;

inspection, preventive maintenance, damage rectificationInspection- systematic examination, check, and test of aircraft

structural members and components; routine/ scheduled @ spec. intervals

Aircraft maintenance checks

Aircraft maintenance checks are periodic inspections that have to be done

on all commercial/civil aircraft after a certain amount of time or usage.

Airlines and other commercial operators of large or turbine-powered aircraft

follow a continuous inspection program approved by the Federal Aviation

Administration (FAA) in the United States, or by other airworthiness authorities such

as Transport Canada or the European Aviation Safety Agency (EASA).

Under FAA oversight, each operator prepares a Continuous Airworthiness

Maintenance Program (CAMP) under its Operations Specifications or "OpSpecs.” The

CAMP includes both routine and detailed inspections. Airlines and airworthiness

authorities casually refer to the detailed inspections as "checks", commonly one of

the following: A check, B check, C check, or D check.

A and B checks are lighter checks, while C and D are considered heavier

checks.

A B C DPerformed every 500-800 FH/ 200-400

cycles4-6 mos 15-21 mos 5 yrs

MH needed 20-50 (3-5 mechanics) 150 6k 50kTime Allocation Overnight 1-3 Days 2-4 wks 2 mosLocation A/P Gate or H H H @ MB MBCost - - - Approx. $1M

** The actual occurrence of this check varies by aircraft type, the cycle count (takeoff and landing is considered an aircraft "cycle"), or the number of hours flown since the last check, or the number of technicians involved.** B check= minor removal and installation** C check puts the aircraft out of service and until it is completed, the aircraft must not leave the maintenance site** D check= Heavy Maintenance Visit (HMV); Overhaul, Base Maintenance** On average, a commercial aircraft undergoes 2–3 D Checks before it is retired.** Flight Cycle= 1 Take-off and 1 Landing

The A-Check= general inspection of the interior/exterior of the airplane with selected areas opened; Performed biweekly to monthly; checking and servicing oil, filter replacement, lubrication, operational checks, and inspections.

The C-Check= scheduled every 12- 20 months (depending on the operator, airplane type and utilization); Functional and operational systems checks, cleaning and servicing, attendance to minor structural inspections and Service Bulletin requirements.

The D-Check= occurs every 6-12 years (depending on the airplane type and utilization); exterior paint is stripped and large parts of the outer paneling are removed; uncovering the airframe, supporting structure and wings for inspection of most structurally significant items; aircraft’s internal components are functionally checked, repaired/overhauled, or exchanged.

European Authorities

Aircraft maintenance technicians in Europe must comply with Acceptable Means of Compliance (AMC) Part 66, Certifying Staff, issued by the European Aviation Safety Agency (EASA).AMC Part 66 is based on Joint Aviation Regulations (JAR) promulgated by the Joint Aviation Authorities and on Air Transport Association (ATA) Specification 104. There are four levels of authorization:Level 1: General Familiarisation, UnlicensedLevel 2: Ramp and Transit, Category Acan only certify own work performed for tasks which he/she has received documented trainingLevel 3: Line Certifying Staff and Base Maintenance Supporting Staff, Category B1 (Mechanical) and/or B2(Avionics)can certify all work performed on an aircraft/engine for which he/she is type rated excluding base maintenance(generally up to and including A-Check)Level 4: Base Maintenance Certifying Staff, Category Ccan certify all work performed on an aircraft/engine for which he/she is type rated, but only if it's base maintenance (additional level-3 staff necessary)this authorization does automatically not include any level 2 or level 3 license.

Level of Maintenance

Organizational MaintenanceOrganizational, or O-level maintenance occurs at the organizational unit

level, for example by a single maintenance squadron as part of an aircraft wing.O-level maintenance is typically optimized for quick turn-around, to

enhance operational availability. Maintenance at this level typically consists of immediate remove and replace

(R&R) operations that replace failed (unserviceable) LRUs with spare (serviceable) assets taken from inventory. Repair-in-place (RIP) procedures are also common.

O-level= day-to-day basis in support of its own operations; maintain assigned aircraft and aeronautical equipment in a full mission capable status while continually improving the local maintenance process.

a. Inspections b. Servicingc. Handlingd. On-equipment corrective and preventive maintenance

**Includes on-equipment repair, removal, and replacement of defective components.)

e. Incorporation of TDs, less SE, within prescribed limitationsf. Record keeping and reports preparationg. AE of aircraft and equipment under RCM

Intermediate MaintenanceIntermediate, or I-level maintenance occurs in specialized backshops that

are typically allocated to multiple operating units residing at a common operating location, for example, an entire wing or multiple wings at an operating base.

I-level maintenance= thorough and time-consuming diagnostic testing and repair procedures, usually in support of failed items removed at the organizational level of repair. 

**Test equipment is more common at this level of repair, and is used to automate many test procedures.

Spare parts maintained at this level of repair are known as bench stock.I-level= enhance and sustain the combat readiness and mission

capability of supported activities by providing quality and timely material support at the nearest location with the lowest practical resource expenditure.

consists of on and off equipment material support a. Performance of maintenance on aeronautical components and related SE b. FCAs which perform I-level calibration of designated equipmentc. Processing aircraft components from stricken aircraft d. Providing technical assistance to supported unitse. Incorporation of TDsf. Manufacture of selected aeronautical components, liquids, and gasesg. Performance of on-aircraft maintenance when requiredh. AE of aircraft and equipment under RCM

Depot-level MaintenanceDepot, or D-level maintenance typically occurs in highly specialized repair

depots, or at original equipment manufacturer (OEM) facilities. These sites are typically not at operating locations, and extensive diagnostic equipment and possibly even manufacturing capabilities exist.

Equipment overhauls and modifications are typically executed at this repair level.

D-level maintenance is performed at or by FRC sites to ensure continued flying integrity of airframes and flight systems during subsequent operational service periods.

D-level= performed on material requiring major overhaul or rebuilding of parts, assemblies, subassemblies, and end items; includes manufacturing parts, modifying, testing, inspecting, sampling, and reclamating.

a. Aircraft SDLM (standard and special rework)b. Rework and repair of engines, components, and SEc. Calibration by Navy calibration laboratories and NPSLsd. Incorporation of TDs. e. Modification of aircraft, engines, and SE. f. Manufacture or modification of parts or kitsg. Technical and engineering assistance by field teamsh. AE of aircraft and equipment under RCM.

This check entails inspecting the following on the inside of the aircraft:Oxygen bottles in cabinCabin emergency lightingEvacuation slide pressureOnboard medical kitCockpit lightingGalley equipment

Spare life jackets--And many other related items

On the outside of the aircraft we inspected:TiresBrakesStruts(wiped the chrome down w/ a cloth soaked in some type of chemical to help prevent the seals from leaking)StrobesPosition lightsnavigation lightsFilled engine oilInspected magnetic oil chip detectorsLooked for visible damage on the aircraftHydraulic reservoir quantity---Many other items as well

Why is there a need for an open window shade?You're right in that this doesn't involve the pilot's job but I'm an ex-Flight Attendant and we were told in training to make sure the window shades were open during take-off and landing for several reasons. 

First, the interior lighting should match outside as much as possible for take-off and landing, which is helped by opening the shades. We had to adjust the cabin lighting accordingly, either full-bright for a daytime landing or completely off for a night landing. 

This means time isn't lost during an evacuation when people are either blinded by the

outside light or need a second to adjust to the dark. It can't be matched exactly but even a slight adjustment either way can help. 

Second, in a crash, the emergency lights should go on. The "interior illumination" wont stay on in this case. Even if the emergency lights fail, the passengers would have any outside light to help them find an exit. It would also help their orientation. In any case, having as much outside light as possible, logically, is helpful. 

Lastly, after the evacuation, any rescue personel from outside can see inside the cabin more easily, to see if anyone is trapped inside. 

There have been claims that it's so that the authorities can do a "body count" after a crash by looking through the windows. This is so absurd and illogical, it doesn't merit comment. This appeared in a book which was meant to be a comedy on the airline industry and now some believe it to be fact. 

Another small plus, which isn't the reason for the rule, but if anyone gets airsick, it's good if they can see outside. On descent, you can get stuck in a "holding pattern", not fun for those who are prone to getting motion sickness. Seeing the ground, even if far below, helps equalize their inner-ear balance. 

Please let me remind you that in an emergency evacuation, do NOT grab any of your bags. As soon as the plane comes to a complete stop, follow crew members', and only crew members', instructions. If you are supposed to get out, do so and don't take anything with you. 

If there is someone else having trouble exiting their seats, evaluate the situation and only help if you can do so quickly. In most cases, it's better to take note of the location, evacuate yourself and immediately tell any rescue personel on the ground and/or crew members where the help if needed. 

Hopefully that's information you never need to use! Just a small public service message...that could save your life! 

It's nice to have the window shades down during the flight but for take-off and landing, the most dangerous portions of the flight, it's more practical to have them up. Everyone really should be awake at those times anyway so even if the sun is in their eyes, they'll be on the ground shortly anyway. 

Don't be afraid to ask the crew any emergency questions next time you fly. We spend hours and hours on this information, most of which we will never use in our careers.

Following is a list of those sources that you should use to determine both individual airplane and model type histories.

Logbook Entries: This is traditionally where most owners/mechanics begin their investigation. Having logbooks that are complete back to when the airplane came off the production line is a plus, but for various

reasons (loss, theft, destroyed, etc.) this is not always possible. This is why the acquisition of the records for the airplane from the FAA (see below) is important. The logbooks should show a clear trend of what maintenance has been preformed throughout the life of the airplane as well as the usage history of the airplane. There should also be clear indications of airworthiness directive (AD) compliance as well as what modifications or major repairs have been done. The logbook entries should be compared to the physical condition of the airplane. Always ask the question: "Does the logbook reflect what has actually been done to the airplane?" If so, then the owner should have confidence that the logbooks are reasonably accurate. If the logbook contains maintenance or alteration actions that are currently not part of the airplane, then further investigation may be in order to determine the importance of the missing action. Likewise, if the airplane is altered without any logbook entries, then you should investigate the alterations to determine the effect on the performance of the airplane.

Aircraft Records: The FAA provides records for specific aircraft, propellers, and engines. By sending a request to the FAA with the aircraft N number, an owner can receive a copy of all the records on that particular aircraft. Because airplane N numbers can change, you should also make a similar request for aircraft make, model, and serial number. If these two do not match, then you may need to further investigate as to why. Records available include registrations, bills-of-sale, repair and alteration form 337s, supplemental type certificates (STC), and other information. You should also compare this paperwork to the physical airplane to determine if any unrecorded modifications have been made. These records are sent either on microfiche, on CD, or on paper for some older aircraft. There is a nominal charge to open the aircraft file and copy the material.

C. Type Certificate Data Sheets (TCDS): The TCDS contains relevant data specific to a model type. The FAA awards a type certificate (TC) only after the applicant shows compliance with the safety regulations as specified by the certification basis listed on the TCDS. The TCDS is a summary of the baseline technical description of the model type, which includes information such as performance, weights, center of gravity limits, and engine and propeller specifications. You can access the TCDS database at the following FAA website: http://rgl.faa.gov/

D. Airworthiness Directives (AD): The FAA issues ADs to owners of affected airplane model types, engines, propellers, or appliances such as instruments. An AD is a mandatory action to correct an unsafe condition. The required actions are usually modifications, one-time inspections, repetitive inspections, or a combination. Owners should compare ADs for their airplane model type with their logbook entries to ensure

that the ADs have been done. You can access the AD database at the following FAA website: http://rgl.faa.gov/..

E. Special Airworthiness Information Bulletins (SAIB): The FAA issues SAIBs to owners of affected airplane model types, engines, propellers, or appliances such as instruments. An SAIB is not mandatory but provides information regarding an airworthiness concern that is less serious than an unsafe condition addressed with an AD. SAIBs often reference manufacturer service bulletins and service letters. You can access the SAIB database at the following FAA website: http://rgl.faa.gov/.

F. Service Bulletins/Letters: Aircraft manufacturers issue service bulletins and service letters to address in-service issues or as a method of product improvement. These are often instructions for accomplishing the mandatory actions of an AD. You can obtain service bulletins and service letters from the manufacturer and often from a model’s type club.

G. Service Difficulty Reports (SDR): The FAA’s database of SDRs contains reported maintenance and/or service problems for any aircraft, engine, or component. An airplane owner can search this database for model specific or individual airplane reports. This can be helpful for identifying areas that may be candidates for special attention (especially if the logbooks are incomplete). This can be useful for determining any past difficulties for specific airplanes. SDRs are available from the FAA Aviation Systems Data Branch (AFS-620), Box 25082, Oklahoma City, OK 73169. You can access the SDR database at the following FAA website: http://av-info.faa.gov/sdrx/.

H. National Transportation Safety Board (NTSB) Records: The NTSB keeps descriptions of more than 140,000 aviation accidents in a searchable database. Searching this database helps the owners/operators or mechanics determine whether their particular aircraft has ever been involved in an accident. This could help the owner/operator or mechanic match up repairs on an aircraft to the reasons for those repairs. It can also help determine trends of accidents regarding a particular model of aircraft.

I. General Aviation Airworthiness Alerts: Also known as AC 43-16A, aviation maintenance alerts are compilations of recent maintenance problems that are showing up on aircraft (including factory- and amateur-built aircraft, helicopters, powerplants, and propellers), but have not been fully evaluated to the point of becoming a service bulletin, AD, or SAIB.

J. Supplemental Type Certificates (STC): STCs have been developed for many different types of aircraft. These are incorporated to upgrade or improve avionics, systems, engines, gross weight, etc. Design upgrades often have a positive effect with regard to aging issues. A review of the FAA STC database for a specific make and model may

reveal design improvements to address an aging issue discovered during routine inspection and maintenance.

5.0 MAINTENANCE STORAGE PROGRAM

On occasion it is necessary to deactivate or remove an aircraft from operations for indefinite lengths of time. When this occurs, certain storage and/or preservation procedures must be accomplished to prevent unwarranted deterioration and maintain the aircraft in condition so that a minimum of time and work will enable the aircraft to be returned to service in an airworthy condition. The level of preservation depends on variables such as the planned length of storage and the storage environment. For example, a large transport category aircraft taken out of service due to excess capacity and stored for an indefinite period outside on the ramp at San Francisco International Airport should have a more comprehensive level of preservation than an identical aircraft taken out of

service for storage and placed in a desert climate like Roswell, New Mexico. An air carrier’s aircraft is considered stored when it is removed from active operational status for any reason. The level of preservation depends on the length of storage, the aircraft design features, and the storage environment (inside/outside, etc.). There are generally three types of storage programs.

A. Short-Term Storage. An aircraft is subject to short-term preservation procedures when it is removed from operational status for less than 60 days.

B. Intermediate-Term Storage. An aircraft is subject to intermediate-term preservation procedures when it is removed from operational status for more than 60 days but less than 120 days.

C. Long-Term Storage. An aircraft is subject to long-term preservation procedures when it is removed from operational status for 120 days or more.