MAINTENANCE TASKS - users.encs.concordia.causers.encs.concordia.ca/.../INTRODUCTION_clubbed.docx ·...

ABSTRACT

Aircraft maintenance is one of the world’s sophisticated departments in the Aviation industry. Even though the number of air accidents or incidents has reduced considerably in the 20th century, the safety of the airplanes is always a concern in the minds of people. A crash may be due to several reasons but poor aircraft maintenance, maintenance error and maintenance negligence are commonly found to be the top three causes of aviation accidents.

According to Transport Canada, the Aircraft Maintenance Engineer is one of the key personnel in the aviation industry who is licensed to sign the maintenance release for certified aircraft returning to service. AME is responsible for making sure that the aircraft is in an airworthy condition. This report addresses every detail about the Aircraft Maintenance Engineer with reference to Transport Canada. It deals with the training and licensing of an AME, nature of work, responsibilities and types of checks performed by the maintenance Engineer. It also covers, in detail, the documents and reports that have to be maintained by the AME. A few examples of air crashes due to maintenance error or negligence have also been discussed.

Keywords: Aircraft Maintenance Engineer, Transport Canada

INTRODUCTION

Aircraft Maintenance:

Aircraft Maintenance means the preservation, inspection, overhaul and repair of an aircraft. The purpose of maintenance is to make sure that the aircraft is airworthy throughout its operational life. Although maintenance requirements vary from aircraft to aircraft, numbers show that most aircrafts require some type of preventive maintenance every 25 hours or less of flying time and minor maintenance every 100 hours of flying time. The number of flying hours is also influenced by the kind of operation, climatic conditions, age of aircraft, condition of aircraft, etc.

Aircraft maintenance is highly regulated. There are several airworthiness authorities around the globe. This report deals with the regulations with respect to Transport Canada. The major authorities are listed below:

Agência Nacional de Aviação Civil (ANAC) Brazil Civil Aviation Administration of China (CAAC) China Civil Aviation Authority (United Kingdom) (CAA) Civil Aviation Safety Authority (CASA) Australia Directorate General of Civil Aviation (India) (DGCA) India European Aviation Safety Agency (EASA) Europe Federal Aviation Administration (FAA) United States Transport Canada (TC) Canada

Introduction to Transport Canada

Transport Canada is the department within the government of Canada which is responsible for the developing regulations, policies and services of transportation in Canada. Transport Canada is responsible for enforcing several Canadian legislations and the Aeronautics Act is just one of them. The Aeronautics act is the legislation that governs civil aviation in Canada. The Department of Transport was created in 1935 by the government of William Lyon Mackenzie King in recognition of the changing transportation environment in Canada at the time.

Transport Canada's role in aviation appears to be the most systematic. Until 1996, Transport Canada was responsible for both regulation of aviation and the operation of air traffic services, as well as the operation of most major airports. On November 1, 1996, these responsibilities were divided between Transport Canada and NAV Canada. The Transport Canada remains responsible for regulation and Nav Canada took over responsibility for all civilian air traffic services. Transport Canada remains to be responsible for licensing pilots and

https://en.wikipedia.org/wiki/William_Lyon_Mackenzie_King

https://en.wikipedia.org/wiki/William_Lyon_Mackenzie_King

other aviation specialists such as dispatchers and mechanics as well as registering and inspecting aircraft. It is also responsible for the safety certification and continuous safety oversight of most forms of commercial operations. Also the Transport Canada controls The Canadian Air Regulations (CARs).

Canadian Air Regulations (CARs)

The Canadian Air Regulations (CARs) are the rules that govern the civil aviation in Canada. The CARs consist of regulations, standards and advisory material. Regulations and standards should strictly be followed without any deviation while complying with the advisory material is not mandatory. Standards explain the process of complying with the regulations. CARs are divided into nine functional parts namely: Part I – General Provisions Part II – Aircraft Identification and Registration and Operation of a Leased Aircraft by a

Non-registered Owner Part III – Aerodromes, Airports and Heliports Part IV – Personnel Licensing and Training Part V – Airworthiness Part VI – General Operating and Flight Rules Part VII – Commercial Air Services Part VIII – Air Navigation Services Part IX – Repeals and Coming into Force

Numbering:

The regulations are numbered starting at the beginning of the part. Other than Part V of CARs, the regulations are numbered in 700 series. Part V is numbered exclusively (500 series) to match the US FAA as well as EASA and JAA regulations. The standards are numbered in the 20 series, for example- CAR 720 refers to a standard. And the advisory material is numbered in 40 series like CAR 740 refers to advisory material. The part that deals with Aircraft Maintenance Engineering is the Part V which focuses on airworthiness.

Aircraft Maintenance Engineer

In Canada, Aircraft Maintenance Engineer (AME) is a person who is Transport Canada licensed to sign the maintenance release for a certified aircraft returning to service. There are different license ratings for the Aircraft Maintenance Engineer depending on the type of aircraft. The ratings are specified as M1, M2, E, S and B. Each rating has been discussed in detail in the following chapters.

The general duties of an Aircraft Maintenance Engineer include, but are not limited to aircraft heavy maintenance, Engine heavy maintenance and subparts and aircraft components and other systems. It is a challenging and rewarding work. The latest generation aircrafts require sophisticated skill sets and comprehensive education. The AME must possess a very strong knowledge of aircraft systems, aerodynamics and aircraft structures along with a clear understanding of the interrelationship among the components on an aircraft. Aircraft maintenance is also a manual-driven industry that requires a high level of literacy and numeracy skills and the ability to follow technical drawings and blueprints. The responsibilities have been discussed in detail in the following chapters.

Transport Canada

The Nature of Working of Aircraft Maintenance Technician:

An Aircraft Maintenance Engineer is responsible for the release of certification of aircraft after maintenance, inspection, repair and modification. Some of the responsibility of AME is mentioned below:

Certifying airworthiness of airframe, piston and turbine engines, electronic systems, propellers and rotary systems

Troubleshooting aircraft electrical, mechanical and structural systems to identify the nature of the defect

Repairing, overhauling and adjusting the aircraft system according to the procedures, technical drawings and specification established in the authorised manuals

Installing or modifying mechanical, pneumatic, electrical flight control, fuel and hydraulic system

Supervising, performing and documenting routine maintenance

MAINTENANCE TASKSAn aircraft Maintenance Engineer certified by Transport Canada should have followings field rating licence to perform task In the absence of the formal AME log book, the Aircraft Maintenance Engineer should hold M, S and E licence rating to know the method to perform the maintenance task excerpt from AWM 566.

1. Maintenance

2. Avionics

3. Structure

Maintenance rating (M1-M2) checklist: Proof of having completed aircraft maintenance tasks shall take the form of a certification by the AME, or equivalent person who supervised the work. The certification statement shall include the date, aircraft type, registration mark, or component serial number as applicable, and confirm that the Engineer is able to:

(A) Identify the applicable standard for the task; (B) select the proper tools; (C) perform the work correctly without supervision; and (D) complete the necessary documentation. Persons who sign for completion of maintenance tasks shall be responsible for the accuracy of statements made.

ATA MAINTENANCE TASKS INITIAL

DATE A/C TYPE

A/C REG. or COMPONENT S/N#

ATA 05

Time limits

Mtce Checks

100 hour check (general aviation

aircraft)

Involvement in A,B or C check

(transport category aircraft)

Review records for compliance with

airworthiness directives

Review records for compliance with

component life limits

Inspection following heavy landing

Inspection following lightening

strike

ATA 06

Dimensions/

Areas

Locate components by station

number

Perform symmetry check

ATA 07

Lifting/Shoring

Jack aircraft nose or tail wheel

Jack complete aircraft

Sling or trestle major component

ATA 08

Levelling/

Weighing

Level Aircraft

Weigh Aircraft

Prepare weight and balance

amendment


DATE A/C TYPE


Check aircraft against equipment list

ATA 09

Towing

Taxiing

Tow aircraft

Taxi aircraft

ATA 10

Parking

Mooring

Tie down aircraft

Park,secure and cover aircraft

Secure rotor blades

Position aircraft in dock

ATA 11

Placards

Markings

Check aircraft for correct placards

Check aircraft for correct markings

ATA 12

Servicing

Refuel aircraft

Defuel aircraft

Check tire pressures

Check oil level

Check hydraulic fluid level

Check accumulator pressure

Charge pneumatic system

Grease aircraft

Connect ground power

Service toilet/water system

Perform pre-flight check

ATA 18 Analyze helicopter vibration

problem


DATE A/C TYPE


Vibration/Noise

Analysis

Analyze noise spectrum

ATA 21

Air

Conditioning

Replenish vapour system

Replace combustion heater

Replace outflow valve

Replace vapour cycle unit

Replace air cycle unit

Replace cabin blower

Replace heat exchanger

Replace pressurization controller

Clean outflow valves

Check operation of air

conditioning/heating system

Check operation of pressurization

system

Troubleshoot faulty system

ATA 22

Auto Flight

Install servos

Rig bridle cables

Replace controller

Replace amplifier

Check operation of auto-pilot

Check operation of auto-throttle

Check operation of yaw damper

Check and adjust servo clutch

Perform autopilot gain adjustments

Perform mach trim functional check



DATE A/C TYPE


ATA 23

Communication

s

Replace VHF com unit

Replace HF com unit

Replace existing antenna

Install new antenna

Replace static discharge wicks

Check operation of radios

Perform antenna check

Perform selcal operational check

Perform operational check of

passenger address system

Functionally check audio integrating

system

Repair co-axial cable


ATA 24

Electrical

Power

Charge lead/acid battery

Charge ni-cad battery

Check battery capacity

Replace cells

Deep-cycle ni-cad battery

Replace generator

Replace switches

Replace circuit breakers

Adjust voltage regulator

Amend electrical load analysis

report

Repair/replace electrical feeder cable


ATA 25 Replace carpets


DATE A/C TYPE


Equipment

Furnishings

Replace crew seats

Replace passenger seats

Check inertia reels

Check seats/belts for security

Check emergency equipment

Check ELT for compliance with

regulations

Repair toilet waste container

Repair upholstery

Change cabin configuration

ATA 26

Fire Protection

Check fire bottle contents

Check operation of warning system

Check cabin fire extinguisher

contents

Check lavatory smoke detector

system

Install new fire bottle

Replace fire bottle squib


ATA 27

Flight Controls

Replace horizontal stabilizer

Replace elevator

Replace aileron

Replace rudder

Replace trim tabs

Install control cable and fittings

Replace flaps


DATE A/C TYPE


Replace powered flying control unit

Replace flap actuator

Adjust trim tab

Adjust control cable tension

Check control range and sense of

movement

Check for correct assembly and

locking


ATA 28

Fuel

Replace booster pump

Replace fuel selector

Replace fuel tank cells

Check filters

Flow check system

Check calibration of fuel quantity

gauges

Check operation feed/selectors


ATA 29

Hydraulics

Replace engine driven pump

Replace standby pump

Replace accumulator

Check operation of shut off valve

Check filters

Check indicating systems

Perform functional checks


ATA 30 Replace fluid tank

Replace pump


DATE A/C TYPE


Ice and Rain

Protection

Replace timer

Replace distributor

Install wiper motor

Repair de-icing boot

Adjust brush block

Check operation of systems


ATA 31

Indicating

Recording

Systems

Replace flight data recorder

Replace cockpit voice recorder

Replace clock

Replace panel vibrator

Replace master caution unit

Perform FDR calibration/correlation

check

Perform FDR data retrieval


ATA 32

Landing Gear

Build up wheel

Replace main wheel

Replace nose wheel

Replace shimmy damper

Rig nose wheel steering

Replace shock strut seals

Replace brake unit

Replace brake control valve

Bleed brakes

Test antiskid unit

Test gear retraction


DATE A/C TYPE


Change bungees

Install Floats

Install Skis

Adjust micro switches

Charge struts


ATA 33

Lights

Repair/replace rotating beacon

Repair/replace landing lights

Repair/replace navigation lights

Repair/replace interior lights

Repair/replace emergency lighting

system

Perform emergency lighting system


ATA 34

Navigation

Calibrate magnetic direction

indicator

Replace airspeed indicator

Replace altimeter

Replace air data computer

Replace VOR unit

Replace ADI

Replace HSI

Check pilot static system for leaks

Check operation of directional gyro

Functional check of weather radar

Functional check doppler

Functional check TCAS

Functional check DME


DATE A/C TYPE


Functional check ATC Transponder

Functional check flight director

system

Functional check inertial nav system

Complete quadrantal error

correction of ADF system

Update flight management system

data base

Check calibration of altimeter

system

Check calibration of pressure

altitude reporting system


ATA 35

Oxygen

Inspect on board oxygen equipment

Purge and recharge oxygen system

Replace regulator

Replace oxygen generator

Test crew oxygen system

Perform auto oxygen system

deployment check


ATA 36

Pneumatic

Systems

Replace filter

Replace compressor

Recharge dessicator

Adjust regulator

Check for leaks


ATA 37 Replace vacuum pump


DATE A/C TYPE


Vacuum

Systems

Check/replace filters

Adjust regulator


ATA 38

Water/Waste

Replace water pump

Replace faucet

Replace toilet pump


ATA 45

Central Mtce

System

Retrieve data from CMU

Replace CMU

Perform Bite check


ATA 49

Airborne

Auxiliary

Power

Install APU

Inspect hot section


ATA 51

Structures

Sheet metal repair

Composite repair

Wood repair

Fabric repair

Recover fabric control surface

Treat corrosion

Apply protective treatment

ATA 52

Doors

Rig/adjust locking mechanism

Adjust air stair system

Check operation of emergency exits

Test door warning system



DATE A/C TYPE


ATA 56

Windows

Replace windshield

Replace window

Repair transparency

ATA 57

Wings

Skin repair

Recover fabric wing

Replace tip

Replace rib

Check incidence/rig

ATA 61

Propeller

Assemble prop after transportation

Replace propeller

Replace governor

adjust governor

Perform static functional checks

Check operation during ground run

Check track

Check setting of micro switches

Dress out blade damage

Dynamically balance prop

Overhaul governor

Overhaul prop.


ATA 62

Main Rotors

Install rotor assembly

Replace blades

Replace damper assembly

Check track

Check static balance


DATE A/C TYPE


Check dynamic balance

Troubleshoot

ATA 63

Rotor Drive

Replace mast

Replace drive coupling

Replace clutch/freewheel unit

Replace drive belt

Install main gearbox

Overhaul main gearbox

Check gearbox chip detectors

ATA 64

Tail Rotors

Install rotor assembly

Replace blades

Troubleshoot

ATA 65

Tail Rotor

Drive

Replace bevel gearbox

Replace universal joints

Overhaul bevel gearbox

Install drive assembly

Check chip detectors

ATA 67

Rotorcraft

Flight Controls

Install swash plate

Install mixing box

Adjust pitch links

Rig collective system

Rig cyclic system

Rig anti-torque system

Check controls for assembly and

locking

Check controls for operation and

sense



DATE A/C TYPE


ATA 71

Power Plant

Build up ECU

Replace engine

Replace scat hose

Repair cooling baffles

Repair cowling

Adjust cowl flaps

Repair faulty wiring

Troubleshoot

ATA 72

Piston Engines

Remove/install reduction gear

Overhaul engine

Top overhaul

Check crankshaft run-out

Check tappet clearance

Check compression

Extract broken stud

Install helicoil

Perform ground run

Establish/check reference RPM

Troubleshoot

ATA 72

Turbine

Engines

Replace module

Hot section inspection

Engine ground run

Establish reference power

Trend monitoring/gas path analysis

Troubleshoot

ATA 73 Replace engine driven pump


DATE A/C TYPE


Fuel and

Control,

Piston

Adjust AMC

Adjust ABC

Install carburettor/injector

Adjust carburettor/injector

Clean injector nozzles

Replace primer line

Check carburettor float setting


ATA 73

Fuel and

Control,

Turbine

Replace FCU

Replace engine driven pump

Clean/test fuel nozzles

Clean/replace filters

Adjust FCU


ATA 74

Ignition

Systems,

Piston

Change magneto

Change ignition vibrator

Change plugs

Test plugs

Check H.T. leads

Install new leads

Check timing

Check system bonding


ATA 74

Ignition

Systems,

Check glow plugs/ignitors

Check H.T. leads

Check ignition unit

Replace ignition unit



DATE A/C TYPE


Turbine

ATA 76

Engine Controls

Rig thrust lever

Rig RPM control

Rig mixture HP cock lever

Rig power lever

Check control sync (multi-eng)

Check controls for correct assembly

and locking

Check controls for range and sense

of operation

Adjust pedestal micro-switches


ATA 77

Engine

indicating

Replace engine instruments

Replace oil temperature bulb

Replace thermocouples

Check calibration


ATA 78

Exhaust, Piston

Replace exhaust gasket

Inspect welded repair

Pressure check cabin heater muff


ATA 78

Exhaust,

Turbine

Change jetpipe

Change shroud assembly

Install trimmers

ATA 79 Change oil

Check filters


DATE A/C TYPE


Oil Adjust pressure relief valve

Replace oil tank

Replace oil pump

Replace oil cooler

Replace firewall shut off valve

Perform oil dilution


ATA 80

Starting

Replace starter

Replace start relay

Replace start control valve

Check cranking speed

Troubleshoot

ATA 81

Turbines, Piston

Engines

Replace PRT

Replace turbo-blower

Replace heat shields

Replace waste-gate

Adjust density controller

ATA 82

Engine Water

Injection

Replace water/methanol pump

Flow check water/meth. System

Adjust water/meth. control unit

Check fluid for quality


ATA 83

Accessory Gear

Boxes

Replace gearbox

Replace drive shaft

Check chip detector

Avionics (E) License:


DATE A/C TYPE


ATA 05

Time limits

Mtce Checks

Review records for compliance

with airworthiness directives

Review records for compliance

with component life limits

ATA 06

Dimensions

Areas

Locate components by station

number

ATA 08

Levelling/

Weighing

Prepare weight and balance

amendment

Check aircraft against equipment

list

ATA 21

Air

Conditioning

Check operation of air

conditioning/heating system

Check operation of pressurization

system


ATA 22

Auto Flight

Install servos

Rig bridle cables

Replace controller

Replace amplifier

Check operation of auto-pilot

Check operation of auto-throttle


DATE A/C TYPE


Check operation of yaw damper

Check and adjust servo clutch

Perform autopilot gain adjustments

Perform mach trim functional

check


ATA 23

Communicati

ons

Replace VHF com unit

Replace HF com unit

Replace existing antenna

Install new antenna

Replace static discharge wicks

Check operation of radios

Perform antenna check

Perform selcal operational check

Perform operational check of

passenger address system

Functionally check audio

integrating system

Repair co-axial cable


ATA 24

Electrical

Power

Charge lead/acid battery

Charge ni-cad battery

Check battery capacity

Replace cells

Deep-cycle ni-cad battery

Replace generator

Replace switches

Replace circuit breakers


DATE A/C TYPE


Adjust voltage regulator

Amend electrical load analysis

report

Repair/replace electrical feeder

cable


ATA 25

Equipment

Furnishings

Check ELT for compliance with

regulations

ATA 26

Fire

Protection

Check operation of warning system

Check lavatory smoke detector

system


ATA 28

Fuel

Calibrate of fuel quantity gauges


ATA 29

Hydraulics

Check indicating systems

Perform functional checks


ATA 30

Ice and Rain

Protection

Replace timer

Replace distributor

Install wiper motor

Repair de-icing boot

Check operation of systems



DATE A/C TYPE


ATA 31

Indicating

Recording

Systems

Replace flight data recorder

Replace cockpit voice recorder

Replace clock

Replace panel vibrator

Replace master caution unit

Perform FDR

calibration/correlation check

Perform FDR data retrieval


ATA 32

Landing Gear

Test antiskid unit

Adjust micro switches


ATA 33

Lights

Repair/replace rotating beacon

Repair/replace landing lights

Repair/replace navigation lights

Repair/replace interior lights

Repair/replace emergency lighting

system

Perform emergency lighting system

checks


ATA 34

Navigation

Calibrate magnetic direction

indicator

Replace airspeed indicator

Replace altimeter

Replace air data computer

Replace VOR unit


DATE A/C TYPE


Replace ADI

Replace HSI

Check pilot static system for leaks

Check operation of directional gyro

Functional check of weather radar

Functional check doppler

Functional check TCAS

Functional check DME

Functional check ATC

Transponder

Functional check flight director

system

Functional check Inertial nav

system

Complete quadrantal error

correction of ADF system

Update flight management system

data base

Check calibration of altimeter

system

Check calibration of pressure

altitude reporting system


ATA 38

Water/Waste


ATA 45 Retrieve data from CMU

Replace CMU


DATE A/C TYPE


Central Mtce

System

Perform Bite check


ATA 52

Doors


ATA 61

Propeller


ATA 62

Main Rotors

Troubleshoot

ATA 67

Rotocraft

flight controls

Trouble shoot faulty system

ATA 64

Tail Rotors

Troubleshoot

ATA 71

Power Plant

Repair faulty wiring

Troubleshoot

ATA 72

Piston Engines

Perform ground run

Troubleshoot

ATA 72

Turbine

Perform ground run

Troubleshoot


DATE A/C TYPE


Engines

ATA 73

Fuel and

Control,

Piston


ATA 73

Fuel and

Control,

Turbine

Adjust FCU


ATA 74

Ignition

Systems,

Piston

Check timing


ATA 74

Ignition

Systems,

Turbine


ATA 76

Engine

Controls

Check control sync (multi-eng)

Adjust pedestal micro-switches



DATE A/C TYPE


ATA 77

Engine

indicating

Replace engine instruments

Replace oil temperature bulb

Replace thermocouples

Check calibration


ATA 78

Exhaust,

Piston


ATA 79

Oil


ATA 80

Starting

Replace starter relay

Check cranking speed

Troubleshoot

ATA 81

Turbines,

Piston

Engines

Adjust density controller

ATA 82

Engine Water

Injection

Check fluid for quality


ATA 83

Accessory

Check chip detector


DATE A/C TYPE


Gear Boxes

Structures (s) License:


DATE A/C TYPE


Corrosion

Control

Removal and treatment of

aluminium alloy corrosion

Removal and treatment of steel alloy

corrosion

Removal and treatment of

magnesium alloy corrosion

Prepare metal surface by shot

peening

Perform removal and treatment of

galvanic corrosion

Corrosion

Assessment

Perform inspection of aircraft

structure for corrosion

Perform removal of affected

corroded areas by

chemical/mechanical methods

Perform measurement of corrosion

damage

Perform test of metal composites for

corrosion

Perform non-destructive testing

inspection (NDI) and interpret


DATE A/C TYPE


results

Aircraft

Drawings

Interpret information from

blueprints

Sealing Prepare metal/wood/composite

surfaces for sealing

Select/mix and apply sealants to

seams, joints and fasteners

Fastener

installation

Identify fasteners and prepare lay

out pattern

Drill, ream and countersink holes

Identify solid rivet types

Perform heat treatment of rivets

Perform rivet installation (set and

buck)

Perform installation of special

fasteners/swage threadless collars

Perform installation of panel and

cowl fasteners

Perform installation of blind

bolts/nuts/rivets/rivnuts

Perform installation of threaded

fasteners/self and non-self locking

fasteners

Remove and install heli-coil

Structural

Damage

Perform visual inspection of

damaged area

Interpret NDI results


DATE A/C TYPE


Assessment Draw sketch of damaged area and

determine required repair

Aircraft

Structure and

Designs

Remove, install and align wing

assembly after repair

Remove, repair, balance, install and

rig flight control surfaces

Perform sheet metal repair to

monocoque/semi-monocoque

fuselages

Perform a weld repair to tubular

structure

Engine &

Mounting

Perform a weld repair to an engine

mount

Metallurgy and

Heat Treatment

of Metals

Perform heat treatment of

ferrous/non-ferrous metals

Perform hardness testing of

ferrous/and non ferrous metals

Assembly Install and align parts using

jigs/holding fixtures

Install parts maintaining tolerances

Install, trim and fit parts

Perform drilling, reaming and

countersinking of holes

Removal, disassembly, reassembly

and installation of components and

parts to gain access to a sheet metal

repair

Perform dressing and deburring of


DATE A/C TYPE


repaired area

Application of corrosion protection

Application of required sealants

Perform bonding/spot weld parts

Assemble parts using structural

fasteners

Remove/fabricate/install safety

flight control cables

Remove old sealant, prepare and

apply sealant to “wet wing” fuel

tank and pressure test tank for leaks

Removal, repair and installation of

wing leading

edge/vertical/horizontal stabilizer

surfaces after hail/bird strike

damage.

Remove, prepare and install de-icing

boots to wing leading

edge/vertical/horizontal stabilizer

surfaces

Removal, prepare and install

propeller de-icing boots

Landing Gear Repair main/nose landing gear doors

Repair to skis/floats

Sheet Metal

Structures

Remove, repair/replace damaged

parts

Reinforce/splice/replace structural

sheet metal parts


DATE A/C TYPE


Reinforce/splice/replace forgings

and extrusions

Remove and replace rod-end fittings

Repair non-structural cabin interior

lining

Perform stop drilling of small cracks

in sheet metal parts

Prepare and install patch to sheet

metal skins

Sheet Metal

Fabrication

Read and interpret technical

drawings

Perform layout patterns templates

Perform cutting of material to size

Form sheet metal with hand/machine

tools

Perform cold-working of fastener

holes

Perform sawing and routing of sheet

metal

Perform stop drilling of small cracks

in sheet metal

Composite

Structures -

Composite

Repairs

Perform sanding/grinding routing of

damaged area

Prepare damaged area by step/taper

standing

Perform fabrication of pattern for

cutting cloth patches

Perform wetting-out of fabric with


DATE A/C TYPE


resin and cut out patches

Perform a lay-up repair ply/plies

using wet/pre-preg cloth

Perform curing of repairs at room

temperature

Perform curing of repairs with heat

blankets/oven

Perform check for delamination

Perform installation of inserts

Perform sanding/priming and

painting of repaired surface

Composite

Fabrication

Perform fabrication of master model

Perform removal of mould from

master model

Perform fabrication of cutting

pattern for lay-up plies

Prepare plies for wet/pre-preg lay-up

Prepare mould surface

Perform curing of lay-up with heat

blanket/oven/autoclave/room

Perform check for improper bonding

Perform trimming of excess from

parts/structure being fabricated

Perform sanding/priming/painting of

fabricated parts

Fabric and

Wood Repair

Perform fabric tests

Perform repair to fabric covering

Perform recovering of aircraft fabric


DATE A/C TYPE


surfaces

Perform application of dope to

aircraft fabric surfaces

Perform application of paint to

recovered fabric surfaces

Wood

Structures

Perform inspection of wood

structures

Perform selection of aircraft grade

wood

Perform repair/replacement to

aircraft wood structure

Perform sealing and refinishing to

an aircraft wood structure

Perform lamination of fabric to an


Perform application of varnish to an


Fluid Lines and

Conduits

Perform bending of tubing as per

drawings/sample

Perform fabrication of flexible hoses

and leak test

Perform fabrication of conduits and

manifolds

Windows Perform inspection of aircraft

windows

Remove and install cockpit

windshield/sliding windows/side

windows


DATE A/C TYPE


Perform buffing/polishing of

windows

HAZARDS AND REGULATION FOR PREVENTION:

Transport Canada is liable for developing the regulations, policies and programs transportation in Canada. TC promotes safe, secure, efficient and environmentally responsible transportation. It is also accountable for the safety certification and continuous safety lapse of greatest form of commercial procedures. Transport Canada collects information on all the accidents and issues regardless of the level of issue, by the Civil Aviation Daily Occurrence Reporting System.

Preceding to 1990 the Transport Canada was responsible for the aircraft incident investigation done by Aircraft accident investigation Branch and Canadian Aviation Safety Board. Later the role was transferred to transportation Safety Board of Canada. TC uses various surveillance fleet like de Havilland Canada Dash 7-150IR, Bombardier Dash 8M-100, Cessna 550 Citation II and Beechcraft King Air C90A.

Transport Canada finalised review on the Canadian Aviation Safety Board on the crash of a DC-8 at Gander, Newfoundland. The accident was subjected to a clash among the safety board members. Few members said that the crash was due to formation of ice on the wings leading to stalling of the aircraft. On other hand few other member said that the crash was due to on-board fire or Explosion, perhaps triggered by a bomb. The review was majorly focused on the majority of safety board endorsement on action that should be taken to avoid problems exposed in the investigation.

TC highlights the icing Hazard in a series of seasonal flying safety updating its conducts for pilots. In addition the air and ground crews performs a check for icing when the weather suggests there may be wing ice.

Canada's Transportation Safety Board database specifies 20 flap failures were stated in 2005, 28 in 2006 and 24 in January alone. Bombardier and Canadian aviation authorities carry on to seek strategies to eliminate the growing safety threat.

It has been pointed out in the "Board Concern" document submitted to Canada's Transport Minister Lawrence Cannon to lessening the number of failures, that the flap malfunction has not been directly linked to an accident and that the risk of one remains low. Transport safety board

highlights that a flap malfunction in mixture with other actions could eventually lead to critical incident or accident.

For example, the Transport safety board points to the investigation on the incident linking an Air Canada Jazz CL-600-2B19. Flight 8205 was cleared to approach in Runway 33 at Prince George, British Columbia, airport. On final approach the flaps were set at 45 degree and the flight crew had to start the missed approach, but the flaps didn’t retract and remained at 45 degree, even though diverting to an alternate airport, attempt was unsuccessful. An accident might have caused eventually but landed safely at Fort St. John with 49 passengers and 3 crew and with only 500 lb of fuel left.

In fact, the transport safety board indicates that landing without flaps considerably increases landing speed up to 30%. Including other situations, like stimulating weather or poor runway conditions, landing without flaps will increase the possibility for an accident.

A sequence of drive units and flexible shafts are linked to actuators to extend or retract the flaps with the help of the flap electronic control unit, FECU monitors system components and flap position and also detects the problems, a signal is sent that causes the power drive unit to stop and flap brakes to deploy.

The flap failure problem is not something new. Transport Canada airworthiness derivatives following malfunctions in the system that occasioned in twisted outboard flap panels.

It is to prevent the failure of the flap system, that ultimately will result in the in a malfunction of the flaps and reduced stability of the aircraft. Bombardier, The aircraft manufacturer has distributed service bulletins and revisions regarding the equipment setting up and started an all-out review of flap system design. Bombardier, Transport Canada and the TSB are working together in close manner to develop the perfect strategies to remove the issues, and additional actions soon were taken by the operators.

Checks, Checklists, and Drills

1. General — Checks, Checklists, and Drills have been developed for the operation of the aircraft to ensure that the required actions are not inadvertently omitted or completed in an inappropriate sequence. A checklist is the physical written document that is associated with the check. A drill is a check for an abnormal or emergency situation that requires immediate action and is therefore; carried out from memory without reference to the checklist. If a check forms part of a procedure where crew coordination is required, the items comprising the check will be included in the table describing the procedure. The

individual check items will be the on the first line of each of the cells that describe a portion of the procedure. The expanded procedure is divided into columns of PF and PNF actions. The expanded checklists provide additional detail for each checklist item. The abbreviated form of the checklists are found on that shall be carried onboard the aircraft.

2. Completion of Checks and Drills — All checks and drills once initiated shall be carried out in the sequence that they are listed until complete. No items may be deleted nor the order be altered. If it is necessary to interrupt a check or drill, the person saying the Challenge or the Action shall indicate the item that the check is being held at by stating "Holding at item." Should the crew lose track of the progress of the check then the check must be re-started from the beginning or commenced from the last item known to be completed. Check and drills are not to be completed from memory unless indicated. Generally, the only memory procedures are for emergency drills that require immediate action; and checks that are typically done in a high workload environment where a memory procedure would be advantageous.

3. Checklist Verbal Procedures — when saying a check item or response, the specific wording in the checklist shall be used. Whenever a specific quantity is involved, that quantity shall be stated in the response, eg. "Flaps 15 set." When more than one crew member is required to respond, the standard sequence shall be: Pilot, Co-pilot, FE, cabin crew. An example for a challenge as to whether harnesses are secure would be responded to as follows: "Pilot secure", "Co-pilot secure", "FE secure", and Cabin secure.

4. Situational Awareness — Checks and drills are specified as either verbal or non-verbal. Verbal checks are so designated to further the situational awareness of and to provide a measure of monitoring by other crew members. Situations may arise where it is more desirable to silently carry out a specific check or drill that is normally done verbally. In such a situation the Captain or PF may direct that a specific check or drill be carried out silently. The applicable crew member will then verbally state only when the check is complete.

5. Crew Members Assigned to Complete Checks — The actions required to be carried out during a check are normally assigned to a specific crew member indicated in the checklist by Pilots, Co-pilots, FE etc. However, situations may arise where it is inadvisable for the assigned crew member to carry out the action. In such cases the Captain may assign another crew member to complete the task. When a check or portion of a check is assigned to a crew member other than as indicated in the checklist, all flight crew members are to be clearly apprised of the assignment.

6. Layout of Checklists — Checklists are laid out using the following conventions:

1. The title block is printed at the left margin with the title in bold, underlined, uppercase text. Any symbols such as bullets are to the left of the title by two spaces. Any direction about who is to read the check may be printed in bold face type and enclosed in brackets two spaces to the right of the main title. An example follows:

BEFORE LANDING CHECK (Challenge and Response)

2. To the extent practical, the actual text of labels that are found on switches or controls are used in the checklists. If a label is available for the setting or position that a switch or control is to be moved to, the actual text of the setting or position is used in the checklist. When the actual text of a label is used in a checklist it is printed in uppercase type. When other than the actual text of a label is used, the item is printed in standard title format, ie. first character uppercase and remaining characters lower case. Any symbols (such as bullets, 24 hour check indicators) are to the left of the item by two spaces.

3. The subject or target of the desired action is shown at the left side of the checklist in normal type (not bold).

4. The action to be taken is shown on the right side of the checklist in bold face type.

5. The items on the left and the items on the right side are joined by dot leaders.

6. When a specific person must carry out an action or, if an action can only be carried out from a specific seat, the requirement is indicated by the person/position shown in normal face type enclosed in brackets at the centre of the line, ie. (Co-pilot) or (PNF).

7. Types of Checks and Drills — The checks and drills for the aircraft chosen are divided into two primary categories: Abnormal/Emergency Procedures, and Normal Procedures.

1. The Abnormal and Emergency checks and drills are found in the second part of the checklist document and can be differentiated from the normal checks .The Abnormal and Emergency checks and drills are expanded upon and discussed in the chapter dedicated to those procedures.

2. The checks for Normal Procedures can further be divided as follows:

Non-verbal checks — These checks are completed silently with or without reference to the printed checklist. The following are the Non-verbal Checks for the aircraft chosen aircraft. All checks are to be completed verbally.

1. Pre-external Check;

2. External Check;

3. Internal Check;

4. Flight Deck Geographic Check (Pilot);

5. Flight Deck Geographic Check (Co-pilot);

6. Flight Deck Geographic Check (FE).

Verbal Challenge and Response Checks — These checks require participation by two or more crew members are called challenge and response checks. Challenge and Response checks are indicated by the words "(Challenge and Response) in the title block of the check. The challenge portion of these checks is not done from memory unless specifically indicated by a large bullet "·" in the

title block for the check or by a medium bullet "l" next to an item. Checks that are done from memory are done in the same manner as non-memory checks except that the challenge is issued from memory. Challenge and Response checks are typically completed in the following manner:

1. The check is called for by the PF

2. The PNF acknowledges by repeating the name of the check (ie. "Before Start Check").

3. The PNF or FE says the challenge item on the left side of the line on the checklist.

4. The responder carries out the required action, and then says the appropriate response which is found on the right side of the line. The responder is assumed to be the PF unless otherwise indicated on the checklist line. Due to the construction of the aircraft or due to company policy, it may be necessary that an item be completed by a person other than the PF. In such a case that person would complete the item and say the appropriate response.

5. At the completion of all items of the check the PNF will say the name of the checklist and that it is complete (ie. "Before Start Check complete").

Verbal Action and Confirmation Checks — these checks do not require the challenge of other crew members. The checks are carried out by one person either from memory or by reference to the checklist. Verbal Action and Confirmation Checks are indicated by the lack of the words "(Challenge and Response)" in the title block. The title of the person that is to carry them out is shown in the title block as either (PNF) or (FE). Checks that are to be carried out from memory are indicated with a large bullet "l" in the title block for the check. Verbal Action and Confirmation Checks are typically completed in the following manner:

1. The check is called for by the PF.

2. The PNF or FE says the action on the left side of the checklist line.

3. The PNF carries out the required action then says the applicable confirmation on the right side of the checklist line.

4. At the completion of all items of the check the PNF will say the name of the check and that it is complete.

Aircraft maintenance engineer log book

This document is to be used by engineers as a record of the individual’s

employment history, experience, and qualifications. It can be used to confirm

technical competency when applying for a license, examination, or seeking

employment, the AME log book is a compact and portable reference

document that have been derived from current regulatory requirements.

It is produced in loose-leaf form giving the freedom to add pages when

required, and designed in a specific format and layout to enable progressive

recording of personal and work experience information by its holder. Which

make it easier and more accurate to assess the user’s experience and

technical knowledge by an authority, employer, or assessor.

Content: instructions for use, personal data, employment record, basic skills,

maintenance experience task record, typical maintenance tasks, and

glossary.

Every task filled in the log book should be signed by a task supervisor who is

authorized by Transport Canada to conduct practical training or on job

training. The supervisor shall confirm the required entries by appending his

name, signature, and license number in the appropriate column.

Some of the skills available in the log book: general aircraft maintenance,

common mechanical fitting practices, assembly/ disassembly practices,

wiring and looming, electrical power/ avionic systems, sheet metal practices,

composite and non-metallic practices, wooden structure practices, Fabric

covering practices, other maintenance practices.

Aircraft Maintenance Manual (AMM)

The formal document which details the way in which all maintenance tasks

carried out on an aircraft shall be accomplished. This includes items such as

lubrication system functional checks and servicing of the airplane but usually

excludes structural repairs and modifications.

The content of this manual depends on the regulations of the manufacturing

country of the aircraft. But in general, the AMM is divided into sections and

subsections covering all the maintenance work to be done on the aircraft

detailing the procedure, time, tools to be used…

Throughout the manual, small boxes are inserted reading Note, Caution, or

Warning. These are items which require particularly close attention for

special conditions or procedures.

A Typical AMM is organized in the following structure:

Section 1 – General information

This section contains general information regarding manual organization,

descriptive data, scope, definitions and abbreviations, drawings and

dimensions of the aircraft, referenced documents, master equipment list,

feed-back forms, and the warranty information.

Section 2 – Inspections

It contains information related to light maintenance, weight and balance

calculations, periodic inspection lists for the airplane, illustrated parts list,

detailed checklists.

Section 3 – Structures

It describes the structure of aircraft (Airframe, baggage compartment …), its

subsystems (flight controls …), the work necessary to remove and install

subsystems (towing, parking, jacking …), and the parts drawings specific to

the aircraft.

Section 4 – Engine

It covers all the aspects of engine maintenance. It starts with a general

description of the engine (type, configuration, cooling type, some specs,

controls, cowling, limitations, oil system, fuel to be used …). And then

describes the engine repairs and service life, tests (throttle and choke

control, compressor and turbine blades, cabin heating control, exhaust

system, air filters …)

Section 5 – Fuel system

It lists all the components of the fuel system and specifies some

specifications of the fuel used to run the engine and the interaction between

the tanks, fuel pumps, valves, fuel pipes, and gauges. Plus the checks,

repairs, safety procedures related to each component (fuel sender or drain

valve removal, fuel pump check …)

Section 6 – Propeller

It starts by describing the aircraft’s propeller: number of blades, fixed or

variable pitch, ground adjustable or not, wooden or composite propeller…

Then it goes to its limitations set by the manufacturer (lowest pitch angle,

best climb angle, max cruise angle…).

After that, the propeller maintenance procedures are given: adjustment of

propeller pitch, propeller removal, propeller installation and tracking …

Section 7 – Systems

This section contains descriptions of various aircraft parts and sub-systems

plus some details on the repair and maintenance procedures.

Some of the main topics this section discusses are: cabin heating and

ventilation (venting system, removal and installation of the canopy air vents,

heating system, removal and installation of the cabin heat control knob,

adjusting the cabin heat…), interior care (dust removal, seats removal,

cleaning, and upholstery…), special tools needed for some specific tasks (ex:

barrel spanner), assembly and disassembly of the airplane, landing gear

maintenance, repairing the tires, fuel filter cleaning, connection screws and

rivet joints repairs, airframe repairs, electronic repairs, brake system,

carburetor balancing, safety wiring, cable system inspection and repairs…

Section 8 – Instruments and Avionics

It includes descriptions, limits, engine information system (EIS) settings, and

test procedures. It covers all the instruments and avionics of the aircraft

such as: instrument panel, Airspeed indicator markings, engine instruments,

pitot-static system and instruments, altimeter, vertical speed indicator,

magnetic compass compensation, transponder, global positioning system

receiver …

Section 9 – Electrical system

Includes descriptions and wiring diagrams for the aircraft electrical supply

and switch layout for the cockpit lighting panel and the main center switch

panel. It also covers exterior lighting, generator, circuit breakers and fuses,

battery, inspection and operation checks…

Section 10 – Painting and Coating

Contains information on cleaning, interior / exterior signage locations,

painting, laminate repairs and the finish paint / material specification,

propeller care, placards, markings, sanding, finishing, dust removing, putting

layers, heavy damage, paint repairs, washing and degreasing, application of

primer…

Airworthiness directives

Definition and Purpose

Airworthiness Directives (ADs) are legally enforceable regulations issued by

authorities to correct an unsafe condition in a product as an aircraft, engine,

propeller, or appliance.

If a certified aircraft has outstanding airworthiness directives that have not

been complied with, the aircraft is not considered airworthy. Thus, it is

mandatory for an aircraft operator to comply with an AD.

Once issued, an aircraft maintenance engineer should be capable of

understanding the instructions from an AD and complying with them within

the specified time frame and following the required procedures.

ADs usually result from service difficulty reporting by operators or from the

results of aircraft accident investigations. They are issued either by the

national civil aviation authority of the country of aircraft manufacture or of

aircraft registration. When ADs are issued by the country of registration they

are almost always coordinated with the civil aviation authority of the country

of manufacture to ensure that conflicting ADs are not issued.

Types of ADs

There are three types of ADs:

1- Notice of Proposed Rulemaking (NPRM), followed by a Final Rule

2- Final Rule; Request for Comments

3- Emergency Ads

The standard AD process is to issue an NPRM followed by a Final Rule. After

an unsafe condition is discovered, a proposed solution is published as an

NPRM, which solicits public comment on the proposed action. After the

comment period closes, the final rule is prepared, taking into account all

substantive comments received, with the rule perhaps being changed as

warranted by the comments. The preamble to the final rule AD will provide

response to the substantive comments or state there were no comments

received.

An Emergency AD is issued when an unsafe condition exists that requires

immediate action by an owner/operator. The intent of an Emergency AD is to

rapidly correct an urgent safety of flight situation.

Minimum Equipment ListA minimum equipment list (MEL) is a list which provides for the operation of

aircraft, subject to specified conditions, with particular equipment

inoperative (which is) prepared by an operator in conformity with, or more

restrictive than, the master minimum equipment list MMEL established for

the aircraft type. (ICAO Annex 6: Operation of Aircraft)

The master minimum equipment list (MMEL) is a list established for a

particular aircraft type by the organization responsible for the type design

with the approval of the State of Design which identifies items which

individually may be unserviceable at the commencement of a flight. The

MMEL may be associated with special operating conditions, limitations or

procedures.

The operator is responsible for including in the operations manual a

minimum equipment list (MEL), approved by the State of the Operator which

will enable the pilot-in-command to determine whether a flight may be

commenced or continued from any intermediate stop should any instrument,

equipment or systems become inoperative. Where the State of the Operator

is not the State of Registry, the State of the Operator shall ensure that the

MEL does not affect the airplane’s compliance with the airworthiness

requirements applicable in the State of Registry.

An operator may not operate an aircraft which does not comply with the

approved MEL, except with the explicit permission of the Appropriate

Regulatory Authority, usually the NAA. Such permission will not be granted to

allow the aircraft to operate outside conditions set by the corresponding

MMEL.

http://www.skybrary.aero/index.php/NAA

http://www.skybrary.aero/index.php/State_of_Registry

http://www.skybrary.aero/index.php/State_of_the_Operator

http://www.skybrary.aero/index.php/Operations_Manual

http://www.skybrary.aero/index.php/State_of_Design

http://www.skybrary.aero/index.php/MMEL

The MEL should is entirely separate from the Configuration Deviation List

(CDL), which is a list of secondary airframe and engine components which

may be recorded as missing for without prejudicing the acceptance of an

aircraft for flight.

http://www.skybrary.aero/index.php/Configuration_Deviation_List

http://www.skybrary.aero/index.php/Configuration_Deviation_List

Aircraft Maintenance Records

Whenever any maintenance, preventive maintenance, rebuilding, or

alteration is performed, the maintenance engineer should make an entry of

the task he did in the aircraft maintenance record. The aircraft cannot be

returned back to service after airframe, aircraft engine, propeller, or

appliance, has undergone maintenance, preventive maintenance, rebuilding,

or alteration unless the maintenance record entry required has been made.

Maintenance records are a shared responsibility between the owner/operator

and maintenance personnel, with the ultimate responsibility resting with the

owner/operator.

Maintenance Records (except for inspections) shall contain the following

information:

• A description (or reference to data) of work performed.

• The date of completion of the work.

• The name of the person performing the work if other than specified

below.

• The signature, certificate number, and kind of certificate held by the

person approving the work.

Most certification authorities require that the Owner or Operator shall retain

all maintenance records for 1 year after the work is performed or until the

work is repeated or superseded by other work.

Aircraft Maintenance: What Causes Aircraft Accidents?

Largest contributor to aircraft accidents are the Human factors. In addition, accidents caused by

the aircraft maintenance errors impose a significant financial burden on airlines, like example:

flight delays and cancellations. Commonly found to be one of the top three causes of aviation

accidents are poor aircraft maintenance, maintenance errors or maintenance negligence:

Almost 12% of all aircraft accident reports cite a maintenance factor.

One-third of these malfunctions relate to a maintenance error when failure or malfunction of

aircraft equipment is part of an accident or incident. Maintenance error accounts for nearly 50% of the causes, whenever engine delays are

encountered.

From 1994 to 2014, maintenance problems have contributed to 42% of fatal airline accidents in

the United States (excluding the 9-11 terrorist attacks). Maintenance related accidents and

incidents are caused by a breakdown of the organization processes, decisions and culture.

Maintenance operations are also affected by human input that shows up as weaknesses in

organizational processes leading to

Lack of motivation Fatigue and stress Time pressures Misperception of hazards Inadequate skills

FAMOUS AIRCRAFaT MAINTENANCE FAILURES:

CRASH 1: JAPAN AIRLINES FLIGHT 123 – ON AUGUST 12, 1985,

The aircraft suffered mechanical failures 12 minutes into the flight and 32 minutes later crashed

into two ridges of Mount Takamagahara, Japan. A photograph taken from the ground some time

later confirmed that the vertical stabilizer was missing. The aircraft was involved in a tail strike

incident at Osaka International Airport on 2 June 1978, which damaged the aircraft’s rear

pressure bulkhead. The subsequent repair of the bulkhead did not conform to Boeing’s approved

repair methods. Their procedure calls for one continuous double plate with three rows of rivets to

reinforce the damaged bulkhead, but the Boeing technicians fixing the aircraft used two separate

double plates, one with two rows of rivets and one with only one row. This reduced the part’s

resistance to metal fatigue by 70%. When the bulkhead gave way, the resulting explosive

decompression ruptured the lines of all four hydraulic systems. With the aircraft’s control

surfaces disabled, the aircraft became uncontrollable. The root cause of the accident again was a

maintenance related failure.

MAIN PROBLEMS FOR THE CRASH:

Tail fin of the airplane explode and missing in the flight.

Hydraulic failure.

Unpressurized.

Pilot got hypoxia by giving wrong command.

Bulkhead of the aircraft not properly maintained.

Maintained 30 mins flight before crashing.

15 crew members and 505 out of 509 died with 4 survivors = 520 deaths in total.

CRASH 2: AEROPERÚ FLIGHT 603:

Shortly after takeoff from Jorge Chavez international airport in Peru, Aeroperú Flight 603, the

airliner crew realized that their basic flight instruments were giving erratic and contradicting

readings. With the lack of reliable basic flight instruments, constant contradictory warnings from

the aircraft’s flight computer (some of which were valid and some of which were not), and

believing that they were at a safe altitude, the pilots declared an emergency and turned to head

back to the airport. However, the pilots lost track of their location and altitude and crashed into

the ocean, killing all on board. The cause of the instrument failure was a maintenance worker’s

failure to remove duct tape covering the static ports installed during a routine wash necessary to

provide correct instrument data to the cockpit. The static ports are critical to the operation of

virtually all of those flight instruments that provide basic aerodynamic data such as airspeed,

altitude and vertical speed, not only to the pilots but also to the aircraft’s computers, which

provide additional functions such as warnings when flight characteristics approach dangerous

levels.

CRASH 3: CHALK’S FLIGHT 101:

On Dec. 19 2005, Chalk’s Flight 101 lost its right wing shortly after takeoff and plunged into a

shipping channel off Miami Beach, Florida. The plane, which burst into flames, was captured on

video during its final moments. Everyone on board was killed, including three infants. The cause

of the accident was a metal fatigue failure in the right wing initiated by a crack. The crack had

been detected and seemingly repaired earlier by the maintenance team, but the repair was

eventually to prove ineffective. The safety board, in its final report on the probable cause of the

crash, noted numerous maintenance-related problems on the plane and another company aircraft,

raising questions about Chalk Ocean’s maintenance practices. The NTSB also found evidence of

improper repairs and undocumented maintenance. After the accident, the remaining fleet were

found to be suffering from severe corrosion with many showing signs of sub-standard repair

during maintenance.

CRASH 4: ALASKA AIRLINES FLIGHT 261

Alaska Airlines Flight 261 plunged into the Pacific Ocean during a routine flight from Puerto

Vallarta, Mexico to Seattle-Tacoma airport. The cause of the accident was the loss of the

airplane pitch control caused by thread failure on the jackscrew assembly controlling the

horizontal stabilizer trim. The failure of these acme nut threads was the result of insufficient

lubrication of the jackscrew assembly by Alaska Airlines during preventive maintenance

schedules, despite airline paperwork indicating it had been. This was the result of Alaska’s

extended lubrication and maintenance inspection intervals.

CRASH 4: AMERICAN AIRLINNES FLIGHT 191

American Airlines flight 191, a DC-10, crashed moments after takeoff from O’Hare Int Airport

in Chicago. Moments earlier, while speeding down the runway, engine number 1 and pylon

structure separated from the wing, flipped over the top and fell to the runway. The airplane took

off but shortly after takeoff, the aircraft rolled left and the nose pitched down before crashing in a

nearby field. The root cause of the accident was maintenance-induced damage leading to the

separation of the no.1 engine and pylon assembly procedures which led to failure of the pylon

structure. The mounting for the pylon had been damaged during routine maintenance performed

8 week previous. American Airlines, without the approval of the aircraft manufacturer

McDonnell Douglas remove the engine-pylon as one unit during an engine change using a

forklift. The airline maintenance team modified the recommended engine and pylon replacement

procedure to save man hours and get the job done quicker. The pylon, the rigging holding the

engine onto the wing, had been damaged during the makeshift maintenance procedure.

AIRCRAFT ACCIDENTS BY YEAR:

HOW CAN FUTURE ACCIDENTS BE AVOIDED?

As airline operators move towards second and even third tier outsourcing for their maintenance

activities, the complexity of the maintenance-related aspects of accident and incident

investigations continue to increase. Airlines are spending less to maintain their planes, mechanics

are checking them less often and the safety of one of the world’s most reliable transport systems

is at stake. 2012 was a good year, with a significant drop in the number of fatal accidents,

however, emergency landings caused by engine or landing gear maintenance failures are still

rampant. The airline industry needs to focus on improving maintenance or expect more

disasters.

We recommend:

1. Continuous maintenance re-training for aircraft technicians

2. Create better mechanisms for reporting, investigating reports, and provide legal

protections to the people who informed them

3. Human factors training for airline management and aircraft engineers

CONCLUSION

This report covered all the areas related to the Aircraft Maintenance Engineer with reference to Transport Canada. The process of obtaining an AME license, the training involved in it, responsibilities of AME, Education and Certificates associated with AME, documents and reports and standards were also covered in detail. Further to show the importance of an AME, few case studies have been discussed. The case study included few aircraft accidents and/or incidents which happened as a result of maintenance error.

Aviation industry is continuously identifying key areas of development to reduce the accidents caused by the maintenance error. As the number of aircrafts flying around the world keeps on increasing, the complexity of the maintenance related aspects of accident and incident investigations are continuing to increase. Statistics shows that 2012 was a good year with a significant drop in fatal accidents. However emergency landings caused by engine or landing gear maintenance failures are still prevalent. Hence there is always a need to focus and improve aircraft maintenance.

REFERENCES

1. ttps://en.wikipedia.org/wiki/Canadian_Aviation_Regulations

2. https://en.wikipedia.org/wiki/Transport_Canada

3. https://www.maintenanceassistant.com/blog/poor-maintenance-cost-lives/

4. https://www.maintenanceassistant.com/blog/poor-maintenance-cost-lives/

http://www.sting.aero/owners/downloads/AMMs/TL2000%20AMM%2031%20DEC

%2005%20FINAL%20Ver6.pdf

1- https://www.faa.gov/regulations_policies/airworthiness_directives/

2- https://www.faa.gov/aircraft/air_cert/continued_operation/ad/type_pub/

https://www.faa.gov/regulations_policies/airworthiness_directives/

http://www.sting.aero/owners/downloads/AMMs/TL2000%20AMM%2031%20DEC%2005%20FINAL%20Ver6.pdf

http://www.sting.aero/owners/downloads/AMMs/TL2000%20AMM%2031%20DEC%2005%20FINAL%20Ver6.pdf

https://www.maintenanceassistant.com/blog/poor-maintenance-cost-lives/

https://en.wikipedia.org/wiki/Transport_Canada

Ref:

1- http://www.skybrary.aero/index.php/Minimum_Equipment_List_(MEL)

2-http://www.mnps.eu/Downloads/Part%20I%20-%20International%20Commercial%20Air

%20Transport%20-%20Aeroplanes,%208th%20ed.pdf

Ref: www.flyafac.com/documents/AC-MaintRec.ppt

Reference

< http://www.tc.gc.ca/eng/aboutus-menu.htm >

Transport Canada, 2004 ,

<https://www.tc.gc.ca/eng/civilaviation/standards/commerce-manuals-multicrewsop-chapter1-section9-1814.htm >

"Transport Canada gander crash review focuses on safety issue", 1989, Aviation Week & Space Technology, vol. 130, no. 11, pp. 66.

Rimmer, D 2001, 'Transport Canada has awarded.’, Business & Commercial Aviation, 88, 2, p. 19, Computers & Applied Sciences Complete, EBSCOhost, viewed 20 November 2015.

Fiorino, F. 2007, "CRJ Safety Concern : CRJ Flap Malfunctions Raise Safety Concerns", Aviation Week & Space Technology, vol. 166, no. 20, pp. 56.

Transport Canada, 2004, “Critical Maintenance Tasks Requiring an Independent Check”, issue 3

https://www.tc.gc.ca/eng/civilaviation/standards/maintenance-aarpb-ame-erating-2553.htm

http://www.bcit.ca/study/programs/1010dipts

http://explorecuriocity.org/Explore/ArticleId/2156/aircraft-maintenance-engineer-ame-2156.aspx#sthash.UFZXtH5h.dpuf



https://www.tc.gc.ca/eng/civilaviation/standards/maintenance-aarpb-ame-erating-2553.htm

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