AEDX25- AVIATION RULES AND REGULATION
MODULE-II
Defect Recording:
This Civil Aviation Requirements specifies the manner in which defects/ service
difficulties in aircraft and aircraft components are to be recorded, reported,
investigated and analyzed for the purpose of taking timely corrective/preventive
action.
Defect:
means a condition existing in an aircraft (including its systems) or aircraft
component arising from any cause other than damage, which would preclude it
or another aircraft component from performing their intended functions or
would reduce the expected service life of the aircraft or aircraft component.
Major Defect:
means a defect of such nature that reduces the safety of the aircraft or its
occupants and includes defects discovered as a result of the occurrence of any
emergency or in the course of normal operation of maintenance
Repair:
The restoration of an Aeronautical product to an airworthy condition to ensure
that the aircraft continues to comply with the design aspects of the appropriate
airworthiness requirements used for the issuance of the Type Certificate for the
respective aircraft type, after it has been damaged or subjected to wear.
Procedures:
All aircraft operators, and maintenance organizations shall have a system in
their organization to ensure that all defects, minor or others, whether reported
by Flight Crew or observed by Maintenance Crew (including those occurred
due to improper maintenance practices) are recorded and investigated for taking
appropriate rectification action.
The rectification action taken in respect of each defect shall be recorded
alongside of the snag reported.
"Classification of Defects": All recorded defects shall be examined by
experienced and qualified personnel of the operator for the purpose of
classification.
Where an Operator / Organisation has contracted the maintenance of its aircraft
to an Approved Maintenance Organisation (AMO) , it shall be the responsibility
of the operator to comply with this CAR and report such defects observed on its
(Operator‘s) aircraft during maintenance at the AMO facilities.
The AMO shall also maintain record of all the defects observed on the aircraft,
of an operator, in respect of which the maintenance has been contracted to it.
The AMO will produce such records for scrutiny by DGCA officers when
required.
"Initial Information”: -
All defects classified as "major" or those requiring "major repair" or which are
serious in nature and attracting public attention shall be intimated immediately
on telephone by all Operators/ Organisations to RAWO followed by written
information. The written information containing at least the details shall be
forwarded, within 72 hours in the format prescribed.
All defects, whether major or not and including repetitive ones, shall be taken
into account for computing statistics for determining components/ systems
reliability indices in case of scheduled operators and each repetition of the
defect shall be considered as "a defect" for the purpose of computation of
reliability index provided rectification was attempted.
Review of Defects Reported on aircraft: All operators shall evolve a system for
undertaking a prompt review, by experienced and qualified technical personnel,
of the nature of defects (whether major or other) and the adequacy of
rectification action taken in respect of each defect (including that of repetitive
defects) reported/observed on each aircraft of its fleet, no sooner the aircraft
returns to its "main base (including temporary base)", from where it had
departed last.
Investigation of Delays & Defects:
Scheduled Operators “Defects causing Mechanical delays on aircraft operated
by Scheduled operators": Delay to a scheduled service of 15 minutes' duration
or more, on account of aircraft defect (whether major or not), shall be recorded
and investigated.
The investigation of all defects and particularly of Major Defects and
Mechanical Delays (referred in para 4.8 above), shall be completed
expeditiously, so as to take preventive/ corrective action at the earliest possible.
The investigation reports on major defects shall be sent by the operator/
organisation, in duplicate, to concerned Regional Airworthiness Office soon
after finalisation.
The final report shall contain at least the following information, in addition to
these forwarded:
(a) Identification of parts/ systems involved.
(b) Apparent or actual cause of the defect.
(c) Life of affected component since new and since last inspection, in terms of
flight hours/ landings/ cycles.
(d) Action taken by the operator to prevent recurrence.
(e) Any disciplinary action, taken by the operator, against any of its employees,
and
(f) Whether the operator considers the investigation "closed" or "open" and if
"open "the time it would take to complete the investigation.
Significant reports
(a) The following significant reports warrant immediate notification to
DGCA, State of Registry (in case of Wet lease aircraft) and
manufacturer/Type Design Organisation by telephone or report: (i)
primary structure failure;
(b) control system failure;
(c) fire in the aircraft;
(d) engine structural failure; or
(e) any other condition considered an imminent hazard to safety.
Fleet Performance, Engineering Statistics and Analysis:
scheduled Operators shall prepare a monthly report in respect of fleet
performance and engineering statistics for determining the reliability of aircraft
components and aircraft system, as required. The monthly statistics shall at least
include the following: -
(a) Premature removal rate of all components.
(b) Brief information about individual "in-flight shut-down (including flame-
out)” and inflight shut-down rate of all types of engines in the fleet.
(c) Brief information about individual abortive "take-off"; and
(d) Number of "take-offs’ per delay (of 15 minutes’ duration or more, including
the cancelled flights).
PRESERVATION OF RECORDS AND COMPONENTS:
The records, associated with the defects and their rectification actions, shall be
preserved for a period of one year and may be required for consultation at the
time of issue / extension of ARC of an aircraft.
The components, associated with the major defects shall be preserved for a
period of two weeks from the date of intimation of the defect, unless required
(in writing), by the concerned Regional and Sub-Regional Airworthiness Office,
to be preserved longer.
CLASSIFICATION OF MAJOR DEFECTS
Given below is a list of Major defects. The list is only a guideline and is not
exhaustive. Each operator shall report the occurrence or detection of each
failure, malfunction or defect concerning at least the following:
a. fires during flight, and whether or not a fire warning system was installed and
functioned properly;
b. false fire warnings during flight;
c. an engine exhaust system that causes damage during flight to the engine,
adjacent structure, equipment or components;
d) an aircraft component that causes accumulation or circulation of smoke,
vapour, or toxic or noxious fumes in the crew compartment or passenger cabin
during flight;
e) engine shutdown during flight because of flameout;
f) engine shutdown during flight when external damage to the engine or aircraft
structure occurs;
g) engine shutdown during flight due to foreign object ingestion or icing;
h) shutdown during flight of more than one engine;
i) a propeller feathering system or ability of the system to control over-speed
during flight;
j) a fuel or fuel dumping system that affects fuel flow or causes hazardous
leakage during flight;
k) a landing gear extension or retraction, or opening or closing of landing gear
doors during flight;
l) brake system components that result in loss of brake actuating force when the
aircraft is in motion on the ground;
m) aircraft structure that requires significant repair;
n) cracks, permanent deformation, or corrosion of aircraft structure, if more than
the maximum acceptable to the manufacturer or the CAA;
o) aircraft components or systems that result in taking emergency actions during
flight (except action to shut down an engine);
p) each interruption to a flight, unscheduled change of aircraft en route, or
unscheduled stop or diversion from a route, caused by known or suspected
mechanical difficulties or malfunctions;
q) the number of engines removed prematurely because of malfunction, failure
or defect, listed by make and model and the aircraft type in which it was
installed; and
r) the number of propeller featherings in flight, listed by type of propeller and
engine and aircraft on which it was installed.
AIRCRAFT MAINTENANCE PROGRAMME:
The term “maintenance programme” is intended to include scheduled
maintenance tasks the associated procedures and standard maintenance
practices.
The aircraft maintenance programme must establish compliance with:
(i) instructions issued by the competent authority;
(ii) instructions for continuing airworthiness: issued by the holders of the
type-certificate, restricted type-certificate, supplemental type-certificate,
major repair design approval,
(iii) additional or alternative instructions proposed by the owner or the
continuing airworthiness management organisation once approved in
accordance with rules.
(iv) The aircraft maintenance programme shall contain details, including
frequency, of all maintenance to be carried out, including any specific
tasks linked to the type and the specificity of operations.
(v) For complex motor-powered aircraft, when the maintenance programme
is based on maintenance steering group logic or on condition monitoring,
the aircraft maintenance programme shall include a reliability
programme.
(vi) The aircraft maintenance programme shall be subject to periodic
reviews and amended accordingly when necessary. These reviews shall
ensure that the programme continues to be valid in light of the operating
experience and instructions from the competent authority whilst taking
into account new and/or modified maintenance instructions promulgated
by the type certificate and supplementary type certificate holders and any
other organisation that publishes such data in accordance with Annex I
(vii) The maintenance programme details should be reviewed at least
annually. As a minimum revision of documents affecting the programme
basis need to be considered by the owner or operator for inclusion in the
maintenance programme during the annual review.
(viii) The aircraft maintenance programme should contain a preface which will
define the maintenance programme contents, the inspection standards to
be applied, permitted variations to task frequencies and, where
applicable, any procedure to manage the evolution of established check
or inspection intervals.
(ix) Repetitive maintenance tasks derived from modifications and repairs
should be incorporated into the approved maintenance programme.
(x) An aircraft maintenance programme should normally be based upon the
maintenance review board (MRB) report where applicable, the
maintenance planning document (MPD), the relevant chapters of the
maintenance manual or any other maintenance data containing
information on scheduling.
Responsibility of the Operator to Develop the Maintenance Program
Why is it operator’s responsibility?
Operation of the same type of the aircraft can be largely different between
different operators:
Geographical region (tropic-polar; sea-land; high regions – low regions...)
Type of the operation (short haul - long haul; scheduled – charter...)
Utilisation (Low utilisation, High utilisation) → Operating and maintenance
procedures and standards (flight planning, fuel policies, MEL application,
preventive maintenance....)
Therefore, to account for all specifics to its operation, each operator is required
to develop its own maintenance program.
MPD is being developed by the manufacturer as a baseline program
recommendation, reflecting the average operation and specified (average) range
of aircraft utilisation.
Maintenance programs generally include one or more of the following primary
maintenance processes:
Hard Time Limit (HT): A maximum interval for performing maintenance tasks.
These intervals usually apply to overhaul, but also apply to total life of parts or
units.
On Condition is not a preventive maintenance process, it allows failures to
happen and relies on in-service data or pilots reports to determine and rectify
existing faults.
Condition Monitoring is a preventive maintenance process. It requires that the
component or a system be periodically tested and checked in accordance with
defined standards and criteria, using adequate methods, to determine if the
tested component/system is in condition that allows its operation until next such
scheduled inspection/test.
Time between overhaul:(TBO)
Time between overhauls (abbreviated as TBO or TBOH) is the manufacturer's
recommended number of running hours or calendar time before an aircraft
engine or other component requires overhaul.
The majority of piston-powered aircraft engines have a TBO in the range of
1,800 to 2,400 hours. However, there are some high-performance engines that
have a TBO as high as 3,600 hours. Meanwhile, turbine-powered engines
usually have a TBO between 3,500 and 6,000 hours.
Depending on the make and model of your aircraft’s engine, as well as the way
you fly, your TBO could be anywhere from 3,000 to 6,000 hours. If you exceed
your TBO, you run the risk of damaging your engine beyond repair. That’s why
it’s important to keep track of your TBO and schedule regular maintenance
accordingly.
During a regular maintenance check, a qualified mechanic will inspect your
engine for wear and tear and perform any necessary repairs or replacements.
They will also change the oil and filter, check the fuel system for leaks, and
inspect the exhaust system for blockages.
In addition to following the manufacturer’s specifications and maintenance
schedule, there are a few other things you can do to help extend your engine’s
TBO. These include:
Operating your engines within their approved power range
Avoiding prolonged operation at low power settings
Flying in moderate climates
Keeping your aircraft clean
Using good quality aviation fuel
Storing your aircraft properly when not in use
HOW IS THE TBO OF AN AIRCRAFT ENGINE DETERMINED?
TBO is set by the engine manufacturer and is based on data collected from
operating the new engine under various conditions and flying environments and
then approved by the FAA. Manufacturers use a variety of factors to determine
TBO, including materials research, flight testing, and field experience. Once an
engine has been through its initial service life and the manufacturer has gathered
enough data, they’ll settle on a TBO and submit it to the FAA for approval.
After that point, the FAA conducts its own reviews every 5 years to make sure
the TBO is still accurate. If they find that it needs to be revised, they’ll work
with the manufacturer to update the TBO. However, if an engine manufacturer
wants to increase its TBO without conducting any additional research or testing,
the FAA will not approve the change.
The majority of piston-powered aircraft engines have a TBO in the range of
1,800 to 2,400 hours. However, there are some high-performance engines that
have a TBO as high as 3,600 hours. Meanwhile, turbine-powered engines
usually have a TBO between 3,500 and 6,000 hours.
Depending on the make and model of your aircraft’s engine, as well as the way
you fly, your TBO could be anywhere from 3,000 to 6,000 hours. If you exceed
your TBO, you run the risk of damaging your engine beyond repair. That’s why
it’s important to keep track of your TBO and schedule regular maintenance
accordingly.
What is the meaning of on condition maintenance?
Maintenance tasks (inspections/checks) used to detect potential failures, and
consequently to avoid a total functional failure, are called "on-condition"
maintenance tasks.
On-condition maintenance of piston engine:
It is not intended for this program to be used only when an aircraft approaches
TBO. An operator is either on-condition or hard time.
At the commencement of the program the operator must arrange for an AMO to
perform the following tasks:
(a) Run the engine to ensure compliance with the parameters established
by the manufacturer (i.e. Type Certificate or Pilot’s Operating Handbook)
and to establish the reference RPM, or similar datum for power checks as
described in "Program Notes" (5) (power checks to be taken after
completion of any inspections or repairs to the applicable
engine/module);
(b) Perform a complete inspection of the engine in accordance with
requirements of the Maintenance Schedule (engine and nacelle);
(c) Check and record each cylinder’s compression by the methods
described in (4);
(d) Perform a leak check of all cylinders, as described.
e) Inspect engine oil filters and oil screens for evidence of internal
damage or wear, as described in (8);
(f) In the case of an engine that has completed more than 75% of the
manufacturer’s recommended TBO, remove one cylinder per bay
(horizontally opposed engines) for internal visual inspection of crankcase
assembly, all camshaft lobes and lifter bodies, etc.;
(g) Inspect the interior of each cylinder, as described in (2);
(h) Implement any oil spectrophotometry or spectroscopic analysis
program recommended by the engine manufacturer. (Where the
manufacturer has made no such recommendations, this task is at the
operator’s discretion); and
(i) Commence record keeping; the air operator should keep records of oil
consumption, etc. Refer to Appendices A and B for some example forms
that can be utilized.