Académique Documents
Professionnel Documents
Culture Documents
Help
Contact us
Buy Now
My account
5 of 16
4/20/2014 15:19
Aircraft maintenance
Help
Contact us
Buy Now
My account
7.0 Conclusion
Due to its unique location and surroundings KalAir has to build up substantial maintenance capability. It can outsource maintenance work but has to hold sufficient inventory of spares to keep its fleet flying. KalAir cannot afford to have an AOG' and keep the aircraft on ground due to the unavailability of spares because of the very tight flight schedule it is operating. As all domestic traffic needs to be carried it also cannot afford to cancel flights and cannot remove aircraft from service to carry out maintenance. As the lessor requires that all aircraft return to base and no night flights can be conducted it gives a good opportunity to schedule all maintenance at night and clear all faults before the first flight the next day. Due to the constraints that KalAir faces it would be more prudent to lease aircrafts in the short term period when the A318 and ATR 72 aircraft undergo heavy maintenance to meet the flight schedule.
References
Clark, Paul. Buying the big jets: fleet planning for airlines. Ashgate Pub., 2007 Air Transport Intelligence Fleet Search http://www.rati.com/frameset/frameset_f.asp?target=../news/news.asp (accessed 3rd June 2008) Alfares, Hesham. K. Aircraft maintenance workforce scheduling. Journal of Quality in Maintenance Engineering 5(2), 1999 ATR aircraft website. http://www.atraircraft.com/public/atr/html/products/products.php?aid=506&pid=28710 (accessed 3rd June 2008) Hessburg, Jack. Air carrier MRO handbook. New York : McGraw-Hill, 2001. Kinnison, Harry A. Aviation maintenance management. New York: McGraw-Hill, 2004. S.Yan et al. Airline short-term maintenance manpower supply planning. Transportation Research Part A (38), 2004
1.0 Introduction
This paper will look into the regulatory requirements laid down by the European Aviation Safety Agency (EASA) for Continuing Airworthiness Management Organisations and then the procedures that need to be taken for a commercial airline based in the EU to meet these requirements. The European Aviation Safety Agency (EASA) was created on 28th September 2003 and endowed with the regulatory and executive tasks in civil aviation safety. EASA has jurisdiction over new aircraft type certificates, design related airworthiness approvals for aircraft, engines and parts. EASA has also developed regulations for air operations, flight crew licensing and has also established common technical requirements and administrative procedures for ensuring the continuing airworthiness of aircraft. European Commission Regulation 1702/2003 of 24th September 2003 is on the airworthiness and environmental certification of aircraft and related products, parts and appliances, as well as for the certification of design and production organisations. European Commission Regulation 2042/2003 of 20th November 2003 is on the continuing airworthiness of aircraft and aeronautical products, parts and appliances, and on the approval of organisations and personnel involved in these tasks. Annex I of EC 2042/2003 is on Part M Continuing Airworthiness, which lays down the measures to be taken to ensure that maintenance and airworthiness is maintained. It also specifies the conditions to be met by the persons and organisations involved in continuing airworthiness management (De Florio 2006). Annex II of EC 2042/2003 is on Part 145 Maintenance Organisation Approval, this establishes the requirements to be met by a maintenance organisation to qualify for the issue or continuation of an approval for the maintenance of aircraft and components (De Florio 2006). Annex III of EC 2042/2003 is on Part 66 Certifying Staff, this establishes the requirements for the issue of an aircraft maintenance engineers' licence and the conditions of its validity and use (De Florio 2006). Annex IV of EC 2042/2003 is on Part 147 Training Organisation Requirements, this establishes the requirements to be met by training organisations seeking approval to
6 of 16
4/20/2014 15:19
Aircraft maintenance
Help
Contact us
Buy Now
My account
1. 2. 3. 4.
Aircraft is maintained in airworthy condition. Operation and emergency equipment is serviceable or identified as unserviceable. Certificate of Airworthiness is valid. Maintenance of the aircraft is performed in accordance with an approved maintenance programmed. 5. The pre-flight inspection must be carried out by the pilot or another qualified person. 6. Access is granted to the competent authority. 7. Continuing airworthiness of the aircraft shall be approved according to Part M Section A Subpart G as part of the Air Operator's Certificate (AOC) in accordance to Part 145 or contracted out to such an approved organization.
Therefore the above conditions will be under the responsibility of a commercial airline based in the EU and the subcontract is done under the authority of the operator.
1. 2. 3. 4. 5. 6. 7.
Pre-flight inspections. Rectification of defects and damage. Accomplishment of all maintenance in compliance with maintenance programme tasks. The analysis of the effectiveness of the approved maintenance programme. Accomplishment of Airworthiness Directives. Accomplishment of modifications and repairs in accordance with approved data. Maintenance check flights carried out when necessary.
An airline operating in the EU can contract a Part 145 approved maintenance organisation to carry out the above continuing airworthiness tasks and these must be detailed in the contract. Part M Subparts D, E and F cover maintenance standards and are more applicable to a maintenance organisation and will not have an effect on a commercial airline based in the EU.
7 of 16
4/20/2014 15:19
Aircraft maintenance
Help
Contact us
Buy Now
My account
1. 2. 3. 4. 5. 6. 7. 8.
Accountable Manager's statement. Scope of work (that is the type of aircraft operated by the airline). Nominated post holders (the people that support the accountable manager). An Organisation chart. Airworthiness Review Staff details. Description and location of facilities. Organisational Procedures. Amendment process of the CAME.
A commercial airline that has a contract with a Part 145 Maintenance Organisation has to ensure that all maintenance is carried out by a Part 145 Maintenance Organisation. The base and line maintenance contracts together with the engine maintenance contracts need to be approved by the competent authority, for an airline operating in the UK it will be the UK CAA. The airline may have work orders for unscheduled and component maintenance. To satisfy the Airworthiness Review Certificate (ARC) requirements the CAMO needs to carry out a full review of the aircraft records and documentation. The Part M Subpart G approved organisation with ARC privileges will need to perform a physical survey of the aircraft. If staff are not appropriately qualified to Part 66 standards they need to be assisted by such staff. An Airworthiness Review Certificate EASA Form 15b shall be issued for an aircraft which has been in a managed environment for more than 12 months or a recommendation to the competent authority that is the UK CAA for a UK registered aircraft for the issue of an ARC EASA Form 15a can be made by the authorised airworthiness review staff when satisfied with the review. Fig 2 and Fig 3 illustrates the Airworthiness Review Certificate (ARC) process.
Option A
Controlled Environment, Commercial Air transport
Option B
Controlled Environment, Commercial Air transport
8 of 16
4/20/2014 15:19