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Aviation Glossary – Acronyms and Abbreviations

Posted on July 11, 2016 by Mike — No Comments ↓
“AD c/w @ EOL w/ 12564:34 a/c FH and 8457 FC, TLB# 245372” – that and similar uses of aviation
acronyms and abbreviations are pretty common in the technical aviation business. People who deal with
aircraft transitions and airworthiness management are engineers, not writers. They will attempt to shorten
every possible common phrase. On the other hand, some of them will use their “secret” knowledge of
aviation acronyms to show their worth and vast experience. Whatever the reason, we have to know our
way around most common abbreviations and this is why I would like to provide you with a shortened
aviation glossary.
The list below is non-exhaustive, but it was my intention to provide you with some insight into the most
commonly used aviation abbreviations and acronyms to allow you for an easier understanding of the
technical talk which you may encounter at some point. For now, there are only short explanations of each
http://airlinebasics.com/recent-news/
acronym, but I hope to be able to write a short blog post about most of them (for which it actually makes
sense) and in this way create a comprehensive glossary of aviation terms.
By the way, the sample sentence from the beginning means “An Airworthiness Directive has been
complied with at the End of Lease check, which took place when the aircraft has accrued 12564:34 flight
hours and 8457 flight cycles. The release to service of the airworthiness directive can be found in the
Technical Log Book, page 245372.” I hope you agree that the original version was a bit shorter…
A/C – Aircraft
ACFT – Aircraft
ACMI – Aircraft, Crew, Maintenance, Insurance – a form of operational wet lease of an aircraft. An
operator may engage into ACMI leasing when they require an aircraft urgently and for a reasonably short
time period. During an ACMI lease, the lessor must be an operator themselves and they provide a full
service option to the lessee, meaning they provide a ready to fly aircraft with a full flight crew,
maintenance support and flight insurance. This is a very expensive way to run an operation, but often
necessary if an operator’s own aircraft goes AGO in the middle of a high peak season.
AD – Airworthiness Directive – a document issued by an aviation authority, such as EASA or the
FAA, in response to an unsafe condition of an aircraft type. An AD usually requires maintenance action
to be performed on a fleet of aircraft in order to prevent a potentially unsafe condition.
ADD – Allowable Deferred Defect – an aircraft defect, which has been discovered during routine
maintenance, but which has not been rectified immediately. The deferral of such defects must be
substantiated by proper documentation (such as the MEL, or special manufacturer or CAA permit). The
reason for deferral may be the lack of parts, lack of ground time or the need to admit the aircraft to a
maintenance facility at a different airport.
AFT – The direction opposite to the direction of flight. For example an AFT galley is a galley located
in the tail section of an aircraft, as opposed to a FWD (forward) galley, which would be located up front,
in the proximity of the cockpit.
AGB – Accessory Gearbox – a gearbox mounted on the engine of an aircraft, which transmits the
shaft power to numerous mechanical devices, such as engine driven pumps. The gearbox reduces (or
increases) the rotational speed of shafts needed to power such external devices.
ALI – Airworthiness Limitation Item – a specific maintenance task, which has been categorized by
the aircraft manufacturer (following an MRB evaluation) as being of special importance to flight safety.
In practice, this often means that ALI task have no tolerance for maintenance intervals.
AMM – Aircraft Maintenance Manual – the main maintenance manual issued by the aircraft
manufacturer. It describes in practical detail and in steps all maintenance tasks which are required by the
MPD and also others, related to defect rectification.
AMO – Approved Maintenance Organization – an organization which has been approved by the
aviation authority to perform maintenance on a given aircraft type. In Europe such organization need to
have an EASA Part 145 approval. The same term may also be used towards organizations which have an
approval from the aircraft manufacturer (for example a Cessna Authorized Maintenance Organization).
AMP – Approved Maintenance Program – the maintenance program shows all maintenance tasks
which need to be performed on an aircraft and specifies the thresholds and intervals for such tasks. The
AMP is generally based on the MPD (Maintenance Planning Document) issued by the manufacturer,
although airlines can and should evaluate the MPD requirements for their own operating conditions and
apply certain changes. The final maintenance program is then approved by the appropriate aviation
authority and constitutes the final maintenance planning document for a given operator / airline.
AOC – Air Operator’s Certificate – a certificate permitting a company to engage in commercial air
transport.
AOG – Aircraft on Ground – an acronym used to describe any situation in which the aircraft cannot
return to commercial service thereby causing large financial losses to the operator and problems for
passengers. This term is almost like an “SOS” in aircraft maintenance. It is being used to expedite
deliveries of parts, assure prompt reaction from the aircraft manufacturer, etc. It is very bad practice to
misuse the term AOG for situation which are not critical.
AOM – Aircraft Operating Manual – the name is pretty self-explanatory. Basically a “users guide” for
the aircraft, present in the cockpit and used by the flight crew.
APU – Auxiliary Power Unit – A small turbine engine, normally located in the tail section of an
aircraft, used primarily to provide electrical power and air flow in an aircraft while it is on ground. A
typical application of the APU would be during the embarkation of passengers, during which the aircraft
engines are off, but electrical power and air conditioning is required. The APU may also be used in flight
during emergency situation (like all engine failure) and is crucial for ETOPS operations.
ARC – Airworthiness Review Certificate – a certificate used by EASA operators to show continuous
airworthiness of the aircraft. The ARC is being issued once every three years, and each year its validity
needs to be extended by a process called an airworthiness review. An aircraft without a valid ARC is not
permitted to operate in Europe.
ATA – Air Transport Association – this US Association has been renamed to Airlines for America. It
is mentioned here, because it developed a standard for chapter numbers in aircraft manuals, which has
since become widely used to describe in which parts of the documentation specific information can be
found. For example ATA 29 is hydraulic power, whereas ATA 57 are wings.
B
BITE – Built-In Test Equipment – a BITE test generally means, that a given piece of equipment
(mainly avionics – electrical and electronic equipment) have test procedures built into them. In other
words, the unit is able to test itself and provide the maintenance personnel information about defects and
problems.
BOM – Bill of Material – a document listing required material for a given maintenance task. Often
used during major task, such as a large aircraft modification. A BOM shows exactly what part numbers
and in what quantities are required to complete a modification.
BTB – Back to Birth – A phrase used mainly in conjunction with the use of life limited parts. In order
to be certain that a life limited part has not exceeded its life limit, it is necessary to have so-called full
back to birth traceability. This means, that an operator must have full knowledge when the part has been
manufacture and a chronological list of all the aircraft it has been installed in since, with flight times and
flight cycles as required.
C
CAME – Continuous Airworthiness Management Exposition – a manual, containing a set of procedures,

for the operations of a CAMO. The CAME contains detailed and complete descriptions of all processes
which take part in airworthiness management of aircraft. It also is a basis for quality assurance (or
compliance monitoring) within the organization. The CAME needs to be approved by the airworthiness
authority.
CAMO – Continuous Airworthiness Management Organization – an organization which has received an
approval for performing airworthiness management tasks on selected aircraft types. Every commercial
operator needs to be a CAMO, whereas private operators and private aircraft may outsource CAMO tasks
to third party providers. A CAMO may also have the privileges to extend the airworthiness review
certificate (ARC) or issue a permit to fly (PTF).
CDCCL – Critical Design Configuration Control Limitations – A set of maintenance tasks which
require special attention due to the fact, that they affect more than one system at once and are critical to
the overall design of the aircraft. At present, this acronym is connected solely to fuel tank safety, which
requires maintenance personnel to be aware of heat and electricity sources in close proximity (or within)
fuel tanks.
CDL – Configuration Deviation List – A list of configuration changes in the aircraft. Those changes
may be due to deferred defects or purposeful, temporary configuration changes of the aircraft (for
example the removal of passenger seats). The purpose of the list is to inform the flight crew about what
changes have been made to the aircraft.
CG – Center of Gravity – the center of gravity of the aircraft is important for loading and balancing,
and is determined during periodical weighing of the aircraft.
CMM – Component Maintenance Manual – a maintenance manual for aircraft components. Under a
typical Part 145 aircraft approval, CMM procedures may not be used. The CMM is used by specialized
shops having a Part 145 approval for specific aircraft components. Therefore, the CMM contains
maintenance tasks which must be done off wing. On wing maintenance procedures would be described in
the AMM.
CNL – Cancelled – everything can be cancelled. Typically, an incorrect entry in the technical log
book or on a task card. It is common practice that cancelled entries must remain legible. They are being
crossed out by a single line or two parallel lines, and the acronym CNL is used.
CofA – Certificate of Airworthiness – a certificate issued by the aviation authority. It states that the
aircraft, when first registered in a given country, has met all airworthiness requirements of that country. In
Europe, this certificate has no expiry date, although it may be revoked if the authority determines that the
aircraft has permanently become non-airworthy.
CofR – Certificate of Registration – a certificate issued by the aviation authority. It shows the
registration of a given aircraft and specifies the aircraft owner and the aircraft operator.
CP – Conditions Precedent – a set of conditions, set out in an aircraft lease contract, which must take
place before the complete contract becomes effective in full force. They may include the need to receive
the initial payment, a confirmation of insurance from the lessee or similar documents.
CPCP – Corrosion Prevention and Corrosion Protection – a set of maintenance actions, often referred
to as a “program” which are aimed at preventing corrosion on an aircraft and ensuring that existing
corrosion is properly removed. This program consists of maintenance tasks, which are mostly inspections
of several parts of the aircraft.
CPT – Captain – the commander or pilot in command of the aircraft. The big boss when the aircraft is
flying.
CRS – Certificate of Release to Service – a document stating that all maintenance activities have been
successfully completed (or legally deferred) and the aircraft is ready for commercial service again.
CSN – Cycles Since New – the number of flight cycles (number of landings) an aircraft or aircraft
component has performed since manufacture.
CSO – Cycles Since Overhaul – the number of flight cycles, which a component or a part thereof has
performed since the last overhaul. Applicable particularly to landing gear and engine parts.
CSSV – Cycles Since Shop Visit – as many components do not have strict overhaul times, this
acronym is sometimes used to describe the number of cycles a component has performed since the last
shop visit (major repair, restoration, etc.).
CVR – Cockpit Voice Recorder – a device which records the sound from the cockpit. It’s main
purpose is to be source of information after fatal aircraft accidents.
D
D&B – Dent and Buckle Chart – a list of all external (visible) structural defects of an aircraft. It
contains a detailed drawing of the fuselage, wings, empennage and engines and marks every allowable
dent, scratch and other damage. It also make note of all visible repairs which have been performed on the
aircraft. The chart is accompanied by a list which shows that the damage is in allowable limits. The
purpose of carrying the D&B in the cockpit is to ensure that pilots and line station mechanics can
determine whether a dent is new and requires evaluation or whether it has been already evaluated in the
past.
DGR – Dangerous Goods Regulations – regulations describing in what condition certain dangerous
goods can be carried on board of an aircraft. This includes weapons, ammunition, pressurized containers,
toxic substances, and many others.
DOA – Design Organization Approval – an approval (in accordance with EASA Part 21) which needs
to be held by organizations which design modifications or repair schemes for aircraft.
DOW – Dry Operational Weight – the dry operational weight of the aircraft. Dry means with no fuel
included.
E
EASA – European Aviation Safety Agency – a European international body, which regulates aviation
issues. EASA prepares drafts of new regulations, which are then passed by the European Commission.
Once this happens, those regulations have to be applied by all European member states.
EDP – Engine Driven Pump – a fuel or hydraulic pump which is operated directly by engine power,
through the accessory gear box.
EEL – Emergency Equipment List – a drawing (schematic) of the location of all emergency
equipment on board of an aircraft. It specifies the location of equipment such as fire extinguishers,
oxygen bottles, medical kits, ropes, etc. The drawing also contains a list of all the equipment, specifying
part numbers to be used if a replacement is necessary.
EFB – Electronic Flight Bag – an electronic system, being either a part of the aircraft’s system or as a
standalone tablet, which contains all the flight paperwork in electronic format. This may be limited only
to digital access to all crew manuals or may be significantly more advanced, in particular by including a
digital version of the Technical Log Book. In this case, almost all paper documentation is removed from
the flight deck.
EGT – Exhaust Gas Temperature – the temperature of the gases leaving the engine (engine exhaust).
This is a very basic parameter to determine the deterioration state of an engine.
ELT – Emergency Location Transmitter – a homing device used during emergencies. Modern ELTs
turn on automatically during a crash and start to transmit a signal both on 121,1 MHz and 406 MHz,
which can be intercepted by satellites. The purpose of the ELT is to allow search and rescue teams to find
the wreckage of an aircraft. Normally, there is a fixed ELT which is part of the aircraft and also one or
two portable ELTs, which can be removed by survivors from the aircraft.
EO – Engineering Order – a document used by airworthiness management organizations (CAMOs)
to order specific work from a maintenance organization. Although the full purpose and shape of an EO is
determined by internal CAMO procedures, EOs are generally used to order uncommon maintenance
work, not included in the AMM or other regular work instructions, such as a modification.
EOL – End of Lease – often assumed to be the end of lease check. This is process of terminating an
aircraft lease with one lessee and, typically, transferring the aircraft to a new lessee. This process often
includes a heavy maintenance check, referred to in short as the EOL.
ESN – Engine Serial Number – the serial number of a given engine, the only way to distinguish
between different engines of the same type.
ETA – Estimated Time of Arrival – the time at which we expect an aircraft to arrive.
ETD – Estimated Time of Departure – the time at which we expect an aircraft to depart.
ETOPS – Extended-range Twin-engine Operational Performance Standards – a set of standards which
allow an aircraft to fly to a greater distance away from the nearest airport, in particular during flights over
sea. A full ETOPS flight may operate as far as 180 minutes flight time away from nearest land. ETOPS is
a full set of standards, which encompass the aircraft design, specific additional aircraft maintenance tasks,
special crew training and specific operating procedures within the airline. An operator must be approved
by the aviation authority in order to fly under ETOPS.
EW – Empty Weight – An aircraft’s empty weight, with all technical fluids and all loose and
additional equipment removed.
EWIS – Electrical Wiring Interconnection System – an acronym used to describe the wiring system on
an aircraft. EWIS training is mandatory for mechanics and technical management to ensure that
particularly during zonal inspections, proper care is taken to inspect the wiring as a whole – including
claps, braces, nicks on wires etc. – rather than focusing only on a single wire or set thereof.
EZAP – Enhanced Zonal Analysis Procedure – the term is somewhat connected to EWIS. The idea of
EZAP is to enhance the way zonal inspections are performed. It stresses the importance of all items / parts
present in a given zone with particular attention to electrical wires and wire bundles, their attachments
and connectors. The overall idea behind EZAP is to ensure that a zonal inspection is not just a “brief
look” but a quite detailed process.
F
FA – Flight Attendant

FAA – Federal Aviation Administration – the US national aviation authority.
FADEC – Full Authority Digital Engine Control – this is a digital device (a “computer” as some would
say) which controls the operation of an engine. The FADEC is responsible that a simple input from the
pilot or autopilot (such as a movement of the thrust lever) corresponds to appropriate engine behavior. In
particular, the FADEC must adjust the engine fuel injection to current temperature, pressure and other
environmental factors. It is very important and also very expensive aircraft component.
FAP – Flight Attendant Panel – a panel, normally placed forward of the cabin, not far from the
cockpit, which flight attendants use to control the cabin. This includes automated flight announcements,
temperature control and cabin lighting. It also steers the inflight entertainment system.
FC – Flight Cycle – a flight cycle is one airborne operation, which includes a take-off and a landing.
Normally one flight is one cycle, but a training flight involving several “touch-and-go’s” may bring in
several cycles. Cycles are used to measure the life of selected life limited components (for example parts
of the landing gear) and constitute, together with flight hours, the life of an aircraft.
FCOM – Flight Crew Operating Manual
FDM – Flight Data Monitoring – the process of obtaining flight data for the purpose of technical
analysis. Based on such data, it is possible to determine what problems exist or will shortly exist on an
aircraft. It is also used by some airlines to monitor the way pilots operate the aircraft. The most basic
flight data monitoring is done by modern flight data recorders, although some of them only keep records
of the last flight. Modern FDM systems record data from a series of flights and allow for easy access to
the data by means of a QAR (quick access recorder). The QAR allows to download the data to a portable
drive or, in some cases, transmits it wirelessly to the airline technical quarters.
FDR – Flight Data Recorder – the actual name of the infamous “black box” (which is actually orange
rather than black). The FDR records a large set of flight parameters. Its purpose is to keep those
parameters saved in case of an accident, particularly a crash. The FDR is designed in a way which should
allow it to withstand the crash forces, immersion in water, etc. It is also equipped with an underwater
locator beacon, which helps search and rescue teams to locate the unit under water.
FH – Flight Hours – the hours an aircraft or component has spent flying. Flight time is calculated
from take-off until touch down. This is different from so-called block time, which is calculated from the
moment the aircraft starts the engines to the moment when they are shut down again. Flight Hours are the
primary parameter used to calculate an aircraft’s life.
FL – Flight Level – a description of altitude for aircraft flying in high altitude passage ways. During
regular commercial flight, the altimeter pressure altitude is set to one value for all aircraft around the
entire globe and flight levels, rather than feet, are being used. For example, an aircraft flying at FL280 is
actually flying at 28000 feet at standard pressure altitude.
FMS – Flight Management System – a digital system on board of the aircraft used for overall flight
management. Some features of the FMS are also useful for maintenance staff and inform of issues which
may appear in selected aircraft systems.
FO – First Officer – the “second pilot” or “co-pilot”, sitting in the right seat of the aircraft.
Typically, it is the first officer who is actually flying the aircraft, and not the captain.
FTS – Fuel Tank Safety – a term closely related to CDCCL. A set of information about the
maintenance and operating safety of aircraft fuel tanks. Fuel tank safety was given special attention after
the disaster of flight TWA 800. Fuel tank safety training, and level 1 and 2, is required by maintenance
technicians and maintenance managers alike.
FWD – Forward – the opposite of aft, the front section of the aircraft.
GA – General Aviation – the sector of aviation, which does not deal with commercial air transport.
Typically, general aviation refers to small aircraft used for private purposes. However, a private jet used
by a jet charter company is not considered to be general aviation.
GND – Ground – the term is used on several occasions. By flight crew, this is the frequency of the
ground controller of the airport. In maintenance, everything that is ground related.
GPU – Ground Power Unit – an electric generator, typically a cart with a diesel engine, used to
provide electrical power to the aircraft while it is on the ground. The GPU is connected via a GPU socket
to the electrical system of the aircraft and provides required electrical power. On modern airports, the
GPU is not a cart anymore but rather a cable coming from the airport’s electrical system.
GSE – Ground Support Equipment – equipment which is used on the ground to assist in handling and
maintenance actions on the aircraft. This can be a set of stairs, a crane, a jack or just about anything else.
H
HPC – High Pressure Compressor – this is the compressor in a turbine engine, which takes in air
already compressed by the previous, low pressure, compressor and compresses it even further. When
looking at the cross section of an engine, this would be the compressor closest to the combustion
chamber.
HPT – High Pressure Turbine – the high pressure turbine is located directly behind the combustion
chamber of a turbine engine. It is driven by high pressure gas created from the combustion of fuel in the
engine and powers the high pressure compressor.
HT – Hard Time – The term refers to hard time components. A hard time components requires
repetitive maintenance actions performed at strictly defined intervals. This can be the need to reweigh a
fire extinguisher bottle or recharge the aircraft batteries. Each maintenance event on a component with a
fixed interval is a “hard time”.
HUD – Head Up Display – a see-through display in the cockpit. It is placed in front of the pilots eyes
and allows him or her to see through the windshield while, simultaneously, being able to read information
from the display. In the past a HUD could be found only in fighter aircraft and nowadays is present in
most modern jets.
HYD – Hydraulic – either fluid, system, component or whatever else may be hydraulic.
IB – Inboard – used to describe the location of selected items with respect to the aircraft fuselage.
For example, on an aircraft with two engines under each wing, the engine closest to the fuselage would be
called an “inboard” engine.
IAS – Indicated Air Speed – the air speed indicated by the pressure airspeed indicator.
IATA – International Air Transport Association – an international body, which derives standards for
the aviation industry worldwide. IATA aims more at commercial, rather than technical, aspects of the air
transport business.
IAW – In Accordance With… – an acronym used very often in aviation, as all maintenance tasks need
to be performed in accordance with specific instructions.
ICA – Instructions for Continued Airworthiness – a supplement to “regular” airworthiness
instructions such as the MPD or AMM. An ICA is often found as an appendix to a Part 21 modification.
The purpose of the ICA is to describe additional airworthiness requirements caused by the modification,
such as additional scheduled inspection requirements.
ICAO – International Civil Aviation Organization – an international aviation organization, which
works under the cover of the United Nations. ICAO was established in 1944 and its goal is to pursue
unified aviation regulations, in particular concerned with aviation safety, throughout the world. ICAO
publishes its Annexes, which are a set of guidelines (similar in form and matter to national regulations)
for several aspects of air transport. The regulations from national aviation authorities, such as the FAA
and EASA, are based largely on ICAO standards.
IFE – In-Flight Entertainment (System) – the IFE constitutes everything in an aircraft which has
been put in place to provide entertainment to the passenger. In simple systems, this would mean only the
audio system and some extendable screens, whereas in sophisticated systems this is the audio-visual
system in each seat and all the features and perks of a first class suite seat.
IFSD – In Flight Shutdown – a situation in which an aircraft engine needs to be shut down in flight.
This shutdown may be self-inflicted (the engine just stops to work) or induced by the flight crew (shut
down of an engine due to fire). This is, of course, a critical situation and treated very seriously by airlines
and oversight institutions.
IOSA – IATA Operational Safety Audit – and audit of an airline the purpose of which is to confirm
that the operator confirms to all IATA requirements. Although the audit is not mandatory (IATA is not a
regulatory body), most major airlines conform to those standards and also require their subcontractors
(such as code share or franchise airlines) to conform as well. The IOSA is performed by a third party
company, and ensures that all manuals and procedures within an airline meet the strict standards of IATA.
IPC – Illustrated Parts Catalogue – a publication, created by the aircraft manufacturer, which lists all
the parts which can be found on the aircraft. The listing is divided into ATA chapters and provides part
numbers for every part and component which may be replaced during regular aircraft maintenance. In
most cases, the IPC will also list the data of the component vendor, so that airlines can easily source a
given part.
L
LCC – Low Cost Carrier – an acronym used to describe no frills airlines, whose business model relies
on the making the journey as cost efficient as possible.
LDND – Last Done / Next Due – a list of all maintenance tasks applicable to a given aircraft outlining
when any given task has been last performed and when it is next due. The LDND is based on the
approved maintenance program of the airline and constitutes one of the most crucial documents, showing
the current maintenance state of an aircraft.
LE – Leading Edge – the forward (front) edge of a flight surface, such as a wing or horizontal and
vertical stabilizer.
LG – Landing Gear – the set of components which constitute an aircraft’s landing gear.
LLP – Life Limited Part – a part or component, for which a life limit has been set by the
manufacturer. A life limit, unlike a hard time requirement, means the necessity to scrap (destroy) a given
part. In modern aircraft, there are only a few life limited parts installed – mainly in the engines and the
landing gear. However, the life limits are sacred and may not be, in any circumstance, overflown.
Determining the actual life value for components of older aircraft is often a big issue and is related to
large amounts of money paid for components, for which such a determination could not be successfully
made.
LOI – Letter of Intent – the first document which is signed prior to an aircraft entering into an
operating lease with a new lessee. The LOI specifies vaguely the condition of the aircraft and the
financial requirements, but also determines that the final lease will take place once all assumptions have
been met. The LOI is a simple document, but it constitutes the basis for the final lease agreement.
LOPA – Layout of Passenger Accommodations – a drawing, which shows the exact location of seats,
galleys, lavatories etc. of an aircraft. A LOPA has to be Part 21 approved and cannot be diverted from
without an approved modification. It also lists the part numbers and manufacturers of the seats, galleys
and lavatories.
LPC – Low Pressure Compressor – a part of a turbine engine, the low pressure compressor takes in
air at outside air pressure and compresses it to an initial value. This value is normally too small for a
turbine engine to operate efficiently and is then passed into the high pressure compressor. The low
pressure compressor is located at the very front of a turbine engine (in case of a turbofan engine, just
behind the fan).
LPT – Low Pressure Turbine – a part of a turbine engine, the low pressure turbine is located at the
very end of the gas path of an engine. It is being run by the exhaust gas, and is placed after the high
pressure turbine. The low pressure turbine transmits its torque via a shaft to the low pressure compressor.
LRU – Line Replaceable Unit – any component of an aircraft or engine which can be replaced during
line maintenance. This constitutes complete components, like avionic units, whole engines or engine
components like the FADEC.
LW – Landing Weight – the weight at which an aircraft can land (dependent on the payable load and
the amount of fuel in the tanks). The LW cannot be exceeded, which is why, in emergency situations,
aircraft need to drop fuel before landing.
M
MAC – Mean Aerodynamic Chord – an aerodynamics value. It constitutes something like the average
chord of the airfoil (the cross-section shape of the wing). The MAC is a very important value for the
aerodynamic behavior of an aircraft. Also, the center of gravity location is often provided as a percentage
of the mean aerodynamic chord.
MDDR – Maintenance Deferred Defect Record – a task card or another form of technical record which
lists deferred maintenance tasks, explains why the tasks have been deferred and for how long. Depending
on the airline’s record keeping system, an MDDR may also contain the rectification information once the
deferred defect has been cleared.
MEL – Minimum Equipment List – a list of aircraft components or systems which may be inoperative
during flight. The list shows what may be defective and also a set of limitations which are imposed on a
flight due to the defect. The list is derived from a master minimum equipment list, which is published by
the aircraft manufacturer, but it can and should be updated by an airline and must be approved by the
national aviation authority.
MMEL – Master Minimum Equipment List – a generic version of the MEL, published by the aircraft
manufacturer. Every MEL will base on the MMEL.
MFD – Manufacture Date – the date an aircraft, engine or component has been manufactured.
Typically, the date of the C of A or the export C of A is used to determine the actual manufacture date of
an aircraft.
MOD – Modification – any technical modification done to an aircraft. Minor modifications may be
only Part 21 approved, whereas major modification normally require a supplemental type certificate.
MOE – Maintenance Organization Exposition – a manual outlining all the procedures implemented by
a maintenance organization (in EASA countries – approved in accordance with Part 145). The MOE
contains detailed description of how the organization intends to comply with all relevant regulations and
perform its work. The MOE is a basis for Part 145 certification.
MPD – Maintenance Planning Document – a document issued by the aircraft manufacturer, outlining
all maintenance tasks and maintenance intervals applicable to a given aircraft. The MPD is a basis for an
airline’s approved maintenance program (AMP), although airlines can change some of the MPD
requirements based on their own user experience and own operating conditions. Such changes must be
approved by the local aviation authority.
MRB – Maintenance Review Board – a board of experts which works on approving and creating
methodologies for the creation of MPDs (Maintenance Planning Documents). Those groups define
intervals for maintenance tasks based on their experience and research data provided by the
manufacturers.
MRO – Maintenance and Repair Organization – an organization which is certified to perform
maintenance and repair on an aircraft, engine or aircraft component. In Europe, such organizations must
be approved in accordance with Part 145.
MSN – Manufacturer’s Serial Number – the serial number of an aircraft or aircraft component. The
most used parameter to define a specific aircraft in a fleet or a part in stock .
MTOW – Maximum Take-Off Weight – the maximum weight of an aircraft allowable for take-off. An
important parameter for flight safety, but also for operational planning. Aspects such as landing fees are
often based on the MTOW of an aircraft.
N
NDT – Non Destructive Testing – maintenance testing techniques which aim to discover defects in a
material (metal or composite) without destroying the material. Those include tap testing, eddy current and
ultrasonic inspections or x-ray pictures of aircraft structure.
NIS – Non Incident Statement – a statement issued by operators after they have finished using an
aircraft or major component (such as an engine or landing gear) to proof that the aircraft or component
has not been involved in any major incident or accident, has not been subject to fire, immersed in salt
water or used in military operation. A NIS is required for back to birth traceability of life limited parts
and also required by insurance companies as proof that a given aircraft or component has not been
originally damaged.
NRC – Non-Routine Card – a task card issued during a maintenance check for non-routine work.
NRCs are issued mainly when a schedule maintenance task (for example a zonal inspection) reveals a
defect in a selected area, which cannot be rectified right away due to its complexity, lack of material, etc.
The check package should contain a list of all non-routine cards raised in order to ensure that all
maintenance tasks, including unscheduled maintenance, have been fully completed or correctly deferred
before the aircraft is released back to service.
O
OB – OutBoard – description of location with respect to the aircraft’s fuselage. An outboard engine
is the engine furthest away from the fuselage.
OCCM – On Condition / Condition Monitored components – all components other than hard time or life
limited components. An OCCM component does not have any scheduled maintenance interval and its
failure does not pose a threat to flight safety. OCCM components are replaced once they fail, and their
condition is monitored by regular system tests and inspections.
OHM – OverHaul Manual – a manual used by maintenance organizations (maintenance “shops”)
during the overhaul of components. In particular large and complex components, such as engines, APU
and landing gear, will have their own, dedicated overhaul manual. For less complex components,
overhaul instructions may be included in the component maintenance manual (CMM).
OEM – Original Equipment Manufacturer – the original manufacturer of an aircraft, engine or

component. The OEM in aviation will be a company which holds the type certificate (TC) for the aircraft
or engine. An OEM has several responsibilities, including the publication and updating of all required
manuals, approving repair designs, issuing service bulletins, etc.
P
PAX – Passenger – the word “passenger” seems to be too long for aviation personnel, and therefore
the abbreviation PAX is being used.
PIC – Pilot In Command – the captain of the aircraft. He or She has full authority on board during
flight.
PIREP – Pilot Report – Information provided by the flight crew during or after a flight. This may
include operational information (for example about severe turbulence on the way) or, from a maintenance
perspective, information about the technical state of the aircraft. Technical information is entered by the
flight crew into the technical flight log, which is then reviewed by maintenance staff.
POA – Power of Attorney – a legal document stating, that a given person has authority to act on
behalf of a company in a given matter. This is required for example when lease agreements or acceptance
certificates are being signed. It is crucial to know that the person signing such a document has sufficient
authority to do that.
POH – Pilot’s Operating Handbook – an operating manual carried on board of the aircraft, containing
inflight procedures for the flight crew.
PSU – Passenger Service Unit – the unit located above a passenger’s head in an aircraft. The unit is
generally comprised of oxygen masks with a chemical oxygen generator, air outflow sockets, flight
attendant call button and reading lights.
PTF – Permit to Fly – a document issued by the national airworthiness authority or a CAMO holding
a specific approval, which allows an aircraft to be flown despite a defect or other state which normally
renders the aircraft not airworthy. A PTF can be used if an aircraft defect arises at a location, at which
there is no maintenance facility available to rectify it. In this case, if the aircraft cannot be flown based on
available manuals and data, an application for a permit to fly can be made in order to reposition the
aircraft to an airport with a proper maintenance facility.
Q
QA – Quality Assurance – a set of tasks performed to ensure that all processes within an
organizations are carried out in accordance with the aviation regulations and internal company
procedures. Today, quality assurance or quality monitoring is often referred to as compliance monitoring.
QAR – Quick Access Recorder – a unit used for flight data monitoring. It records several parameters
of each flight and makes them accessible for maintenance staff. “Quick access” means that the data can
easily be accessed without removing the unit from the aircraft either by means of a memory card, a USB
connection to a laptop, or – in more modern units – wirelessly.
QM – Quality Manual – a manual present in most certified organization, both Part M and Part 145
approved. The Quality Manual describes quality procedures present in a company and shows how quality
assurance (nowadays referred to as compliance assurance) takes place. It’s somewhat similar to quality
manuals known from ISO certified companies, but must comply to specific aviation regulations.
QRH – Quick Reference Handbook – a manual carried on board and easily accessible to the flight
crew. The QRH contains procedures for regular and emergency situations during flight. It lists them in a
form and manner which is very easy to use and very clear. This is done so that the flight crew can easily
find what they need even in a very stressful situation like a flight emergency.
QTY – Quantity – just an abbreviation used for the word “quantity”. Can be found in many
situations, particularly with respect to aircraft parts.
RAT – Ram Air Turbine – a small turbine which can be extended during flight in order to provide
electrical power in case of emergency. In practice, this is a small fan which is made to rotate by the air
flowing past the aircraft’s fuselage. It powers a small generator which provides some electrical power to
the aircraft’s systems thereby powering most crucial avionic components.
REV – Revision – shortened version of the word revision. All aviation manuals, both operational and
technical, are being regularly updated by the authorities who issue them. Special care must always be
taken that all new revisions are properly distributed and that each person is using the latest revision of
each document at any given time.
RTS – Return to Service – the process of returning an aircraft back to service after maintenance
activities. During a heavy check this includes completing the check work package, ensuring that all tasks
have been completed and properly signed off and issuing the final certificate of release to service (CRS).
S
SATIS – Satisfactory – an acronym used often by maintenance staff after performing a test which has
been passed. For example “Tire pressure check performed. SATIS.”.
SB – Service Bulletin – a technical document issued by the manufacturer (type certificate holder) of
an aircraft or by a Part 21 design organization. An SB contains information on how to modify an aircraft
or aircraft maintenance schedule. The modification can be safety related, but it may also be for the
purpose of fixing a known, but not safety related problem or simply to satisfy the need of an airline to
make a modification to their fleet (such as change of livery). A service bulletin is not mandatory. Those
SBs which are safety related are often called up by an airworthiness directive, therefore becoming
mandatory for a given fleet.
SN – Serial Number – self-explanatory. The serial number serializes (defines) specific components
of a given part number.
STC – Supplemental Type Certificate – an STC supplements the original Type Certificate (TC)
issued by the manufacturer of an aircraft or engine. The supplemental type certificate is issued after a
major modification of an aircraft, which normally significantly changes the aircraft’s operational
characteristics. A good example of an STC would be the installation of winglets on an aircraft which
originally was not winglet equipped. STCs are issued by Part 21 organizations and the aircraft OEM and
approved by EASA directly.
SV – Shop Visit – a maintenance event on an aircraft component, such as an engine, landing gear or
any other, less complex part. After a shop visit, the component is released back to service by means of a
release certificate such as an EASA Form One.
SV – Serviceable – the term “serviceable” or SV is used with regards to aircraft parts or components
which are considered airworthy and ready to be installed on an aircraft. Those parts are normally
accompanied by a serviceable tag, which is customary green in color and clearly shows the letters SV.
SVR – Shop Visit Report – a report issued after a shop visit by the maintenance facility. The shop
report details all work performed on a component. It is not mandatory to issue a shop visit report,
although they are to be expected especially after work performed on complex components such as engines
or landing gear.
T
TA – Technical Acceptance – the process of accepting an aircraft. Either by a lessor (after a lease
term with a previous lessee has come to an end) or by an airline starting a new lease. The TA, which is
finished by signing a technical acceptance certificate, is crucial part of starting and/or terminating a lease.
TC – Total Cycles – the number of total cycles (landings) accrued on the aircraft or an aircraft
component.
TC – Technical Consultant – a person, often a freelancer, hired by lease companies and operators to
assist in the transition process of an aircraft (movement from one lessee to another).
TC – Type Certificate – a certificate issued by the manufacturer of an aircraft or engine, which
needs to be approved by an appropriate aviation authority. The Type Certificate details the technical and
operating specifications of an aircraft and confirms that the aircraft confirms to all design requirements.
TE – Trailing Edge – the aft (back) edge of flight surfaces (wings, horizontal and vertical
stabilizers).
TLB – Technical Log Book – The TLB has two main meanings. The most literate meaning is a log
book, which is used to record details of every flight performed on an aircraft together with maintenance
activities which took place after each flight. A technical log book will contain details of the flight
(departure and arrival airports, flight crew names, flight time and cycles, date, flight number, etc.) and
maintenance (defects found, specifics of the rectification actions, all scheduled maintenance, oil and fuel
uplift). Another meaning of the Technical Log Book is a system of documents, which includes the log
book mentioned above, but also several other documents such as the MEL, CDL, HIL and others. In
common language, the first meaning is prevalent.
TR – Thrust Reverser – a part of a turbine engine, which changes the passage route of the engine
exhaust in a way which reverses the thrust of the engine. Thrust reversers act as “brakes” for the aircraft –
they are engaged after the aircraft touches down on a runway to rapidly slow it down. This is
accompanied by a fairly loud sound and therefore some airports limit the ability to use thrust reversers in
which case only aerodynamic and hydraulic brakes can be used.
TSN – Time Since New – the amount of hours an aircraft or component has flown since manufacture.
TSO – Time Since Overhaul – the amount of hours an aircraft component, such as an engine, has
flown since the last major maintenance event, referred to as an overhaul.
TSSV – Time Since Shop Visit – basically the same thing as TSO. Modern engines often don’t have a
maintenance event referred to strictly as an overhaul. Rather, they have different shop visits known as
performance restorations, the scope of which is not completely known beforehand. Therefore, sometimes
the term TSSV is used instead of TSO.
TT – Total Time – similar to TSN, this is the total amount of flight hours accrued on an aircraft or
aircraft component. This is a main parameter used to describe the age of an aircraft.
U
ULB – Underwater Locator Beacon – a device mounted to the flight data recorder (“Black box”) and
the cockpit voice recorder. The ULB turns on when it comes in contact with water and sends a signal
which can be tracked by search and rescue teams. The purpose of the ULB is to make the retrieval of the
FDR and CVR from underwater locations possible.
US – Unserviceable – a term used to describe aircraft components which for whatever reason cannot
be installed on an aircraft. Those could be components which are defective or which are time expired –
meaning they require specific maintenance actions to be performed before they can be installed on an
aircraft. A component would typically be tagged with a red tag, clearly showing the letters US.
UTC – Universal Time Coordinated – a notion of time used to ensure a steady timeframe in aviation
without regard to different time zones and summer / winter time differences. UTC is often referred to as Z
(“zulu”) time.
W
W&B – Weight and Balance – a document, carried on board of an aircraft, which specifies the weight
of the aircraft and the location of its center of gravity. The W&B chart is a basis for calculating the
loading of an aircraft for each flight. It is derived (at least once every four years) by physically weighing
the aircraft and needs to be updated after significant modifications of the aircraft (such as interior layout
changes or aircraft repainting).
WX – Weather – an acronym used for the term “weather”.
XPDR – Transponder – a digital unit on board of an aircraft used to transmit information about the
flight (like position, heading, airspeed, etc.) to air traffic control. During each flight, an aircraft is asked
by the ATC to enter a transponder code (referred to as Squawk) which allows the ATC to track which
signal is coming from what aircraft.
X-REF – Cross Reference – a broad term used to describe the cross reference between different
information. For example, this could be table showing which Part M regulations are described in which
chapters or pages of the CAME.
The glossary above has been prepared by me, based on my experience. If you miss any acronym which
you would like to see in this glossary or believe that I may have gotten something wrong – please
comment or drop me a line. I would like to keep this aviation glossary as current as possible, but this will
not be easy without your help.
Perawatan Pesawat di GMF Konsep Perawatan

Pesawat
4:56 AM airlines No comments
Perawatan pesawat dibagi menjadi dua, yaitu:
1. Berdasarkan tempat dilakukannya perawatan pesawat

a. Line Maintenance
Line Maintenance dilakukan pada line stations atau di jalur penerbangan dari pangkalan stasiun
penerbangan. Line maintenance biasanya terdiri dari pekerjaan-pekerjaan rutin dengan interval
yang rendah seperti servicing, pembersihan, pengisian bahan bakar, dan beberapa
pemeriksaan.Line maintenance berorientasi pada "keberangkatan" pesawat berikutnya.
b. Base Maintenance
Base maintenance dilakukan pada basis perawatan dari suatu maskapai penerbangan. Base
maintenance berorientasi untuk "memperbaiki" kerusakan yang terjadi pada suatu pesawat. Base
maintenance memiliki tenaga kerja dan fasilitas untuk melakukan semua jenis pekerjaan
perawatan pesawat.
2. Berdasarkan dari lama waktu yang diperlukan untuk menyelesaikan perawatan pesawat tersebut.
a. Minor Maintenance
Minor maintenance membutuhkan waktu sekitar 24 jam atau kurang. Biasanya perawatan minor
ini mencakup pekerjaan-pekerjaan perawatan rutin sampai dengan A-check. Perawatan minor ini
dapat dilakukan di line stations (line maintenance) atau di sebuah basis perawatan (base
maintenance).
b. Major Maintenance
Major maintenance membutuhkan waktu lebih dari 24 jam. Major maintenance ini mencakup
C/D-check. Major atau heavy maintenance ini dilakukan di sebuah basis perawatan (base
maintenance).
Tabel 1 menunjukkan hierarki dari frekuensi pemeriksaan (check frequency) dan ground
time.Ground time adalah waktu yang diperlukan sebuah pesawat terbang untuk diperiksa dan
diperbaiki sebelum dapat dan digunakan untuk terbang kembali.
Tabel 1 Tipe pemeriksaan, interval , dan ground time.
Tipe Pemeriksaan (Check) Interval Ground time
A-Check Setelah 50-200 jam terbang <= 24 Jam

(flight hours)
C-Check Setelah 1.000-3.000 jam 1 – 2 Minggu

terbang (flight hours)
D-Check 4 – 5 tahun 3 – 6 minggu
Interval waktu dan ground time tanah sangat bervariasi, tergantung pada jenis pesawat dan jenis
operasi yang terlibat.
Selain A dan C-check ada tipe pemeriksaan yang lain, yaitu D-check atau heavy maintenance.D-
check dilakukan setelah sebuah pesawat beroperasi tiga sampai lima tahun. D-check adalah suatu
paket perawatan total dari suatu pesawat yang mencakup paint renewal, cabin
refurbishment, control surface removal, dan inspeksi struktur internal.
Aliran Proses Perawatan Pesawat di Base Maintenance GMF
Aliran proses perawatan pesawat di GMF pada unit Base Maintenance dapat dilihat pada gambar
3 di bawah ini. Berikut ini adalah penjelasan dari setiap aliran proses perbaikan di GMF.
1. Rapat persiapan atau Induction meeting
Rapat persiapan ini diadakan dengan tujuan untuk mempersiapkan estimasi seluruh proses
pemeliharaan, man-hours yang dibutuhkan, dan alokasi pekerja. Rapat ini diikuti oleh
departemen Account Manager Sales dan Customer Service (AMSCS), perencanaan produksi dan
pengendalian (PPC), produksi, manajer proyek (PM), departemen keuangan, dan pelanggan yang
mengajukan letter of intent ke pihak GMF.
2. Persiapan fase pra-eksekusi dan eksekusi atau Organize for maintenance
Menentukan orang yang akan menjadi manajer proyek. Manajer proyek bertanggung jawab
untuk mempersiapkan, mengatur, dan mengontrol seluruh proyek pemeliharaan agar berjalan
sesuai dengan jadwal (turn around time/ TAT) dan target kualitas. Selain itu, manajer proyek
harus mempersiapkan tenaga kerja dan sumber daya lain, seperti alat-alat dan material-material
yang dibutuhkan untuk eksekusi.
3. Inspeksi pendahuluan
Inspeksi pendahuluan dilakukan untuk mencari kerusakan sesuai dengan instruksi ataupun
kerusakan lain diluar instruksi yang diterima (hidden damage). Inspeksi ini akan
memastikan hidden defect itu dapat ditemukan segera dan diinformasikan tepat waktu pada
pihak-pihak yang yang dibutuhkan, seperti bagian perencanaan material,emgineering, dan
pelanggan.
4. Pemindahan atau pengeluaran komponen untuk kepentingan akses dan pemeliharaan terjadwal
dan tidak terjadwal.
Pengeluaran atau pemindahan komponen-komponen ini dilakukan untuk kepentingan akses
ataupun untuk pemeliharan terjadwal dan tidak terjadwal. Tidak semua bagian yang harus
diperiksa ada pada bagian terluar dari pesawat, ada beberapa bagian yang berada di atau di
bawah dalam komponen tertentu. Oleh karena itu komponen perlu dilepas atau dipindahkan
untuk bisa mengakses bagian tersebut.
Gambar 3 Aliran proses perbaikan di GMF
Tahapan ini menentukan tipe pemeriksaan apa yang dibutuhkan untuk perbaikan kerusakan
pesawat ini. Selain itu, tahapan ini juga menentukan material yang dibutuhkan dan memastikan
material tersbut ada pada saat dibutuhkan.
5. Inspeksi dan pemeriksaan rutin pesawat
Inspeksi dan pemeriksaan dilakukan sesuai dengan Job Cards berdasarkan maintenance
data. Pemeriksaan itu mengevaluasi cacat ditemukan dan atau disfungsi serta menentukan
disposisi yang dibutuhkan untuk mengatasi cacat tersebut. Beberapa disposisi tersebut adalah:
a. Serviceable, terjadi ketika tidak ada kerusakan yang ditemukan atau kerusakan masih berada di
dalam batas yang masih dapat diterima. Oleh karena itu, tidak perlu ada tindakan perbaikan yang
perlu diambil.
b. Repairable, terjadi ketika ditemukan adanya kerusakan dan dapat diperbaiki
berdasarkanapproved maintenance data. Setelah itu, Maintenance Disposition Report (MDR)
dikeluarkan sebagai laporan dari kerusakan yang ditemukan.
c. Pending repair instructions, terjadi ketika ditemukan adanya kerusakan dan tidak dapat
diperbaiki berdasarkan approved maintenance data. Setelah itu, Maintenance Disposition
Report (MDR) dikeluarkan sebagai laporan dari kerusakan yang ditemukan. Tindakan
selanjutnya yang harus dilakukan jika terjadi hal ini adalah memberitahukan unit engineering dan
maskapai pemilik pesawat/ operator. Kemudian menentukan skema perbaikan yang mungkin
dilakukan sesuai dengan prosedur operator. Skema tersebut baru diterima dan digunakan jika
sudah mendapat persetujuan dari operator atau authority atau pemilik Type Certificate (TC)
pesawat.
6. Rektifikasi kerusakan
Ada dua jenis rektifikasi, yaitu rektifikasi untuk kerusakan yang tercakup dan tidak tercakup
pada maintenance data yang tersedia. Jika kerusakan yang ditemukan tidak tercakup pada
maintenance data, maka dilakukan hal seperti pada poin 5.c di atas. Setelah skema tersedia
ataupun kerusakan tersebut tercakup pada maintenance data, yang dilakukan berikutnya adalah
membuat rectification order untuk kerusakan-kerusakan tersebut. Setelah itu, memverifikasi
semua pekerjaan, dilakukan sesuai dengan kebutuhan maintenance data.
7. Instalasi kompnen dan system
Menyediakan dan memastikan komponen dan material untuk instalasi pesawat sesuai dengan
kebutuhan konfigurasi pesawat tersebut. Setelah itu, komponen dan material dipasang sesuai
dengan Job Cards, MDR, dan maintenance data. Kemudian, hasil instalasi komponen dan
material itu diperiksa ulang dan dipastikan bahwa konfigurasi pesawat setelah perbaikan itu
sesuai dengan instruksi dari operator dan kebutuhan Service Bulletin.
8. Inspeksi atau pemeriksaan akhir maintenance release
Inspeksi ini dilakukan oleh personil GMF yang berwenang yang ditunjuk atau diakui oleh
operator. Pemeriksaan ini mencakup run-up test, flight control checks, engine run up, danon-
wing engine test run. Selain itu, pemeriksaan itu juga mencakup penentuan berat dan pusat
gravitasi pesawat sesuai dengan instruksi operator.
9. Tes terbang pesawat
Operator menentukan rencana tes terbang untuk pesawat. Rencana tersebut mencakup urusan
dengan Air Traffic Control (ATC) dan pengisian bahan bakar yang sesuai dengan panduan dar
pemeliharan dari perusahaan manufaktur pesawat dan prosedur dari operator.
10. Pengeluaran tagihan (invoice)
Setelah semua tahapan dilakukan, pihak GMF akan mengajukan tagihan atau invoicekepada
operator.
Non Routine Maintenance
Non routine maintenance adalah pekerjaan-pekerjaan yang timbul karena adanya

malfunction, keluhan-keluhan pilot atau temuan-temuan (finding item) pada pelaksanaan routine maintenance.
Untuk memperkirakan jumlah waktu perawatan diasumsikan bahwa setiap satu jam routine maintenance akan
menimbulkan satu jam non routine maintenance. Meskipun anggapan ini tidak selalu benar, tetapi dapat
dipergunakan sebagai pendekatan yang baik untuk menghitung jumlah jam perawatan.
Modifikasi-modifikasi pada pesawat atau komponen-komponenya merupakan sumber lain dari non routine
maintenance. Apakah modifikasi ini akan dilaksanakan bersamaan dengan scheduled check atau pada waktu
khusus tergantung dari volume pekerjaan dan urgencinya.
memungkinkan pesawat tersebut dapat beroperasi dengan daya tahan dan tingkat keandalan yang tinggi,
penaontrolan dengan tingkat akurasi yang lebih tinggi, kontrol otomatis yang memberikan kemudahan, baik
bagi pilot maupun ground teknisi.
Aircraft Maintenance Operation.

Posted on Oktober 27, 2013 by Slsblfqa
TUJUAN PENERBANGAN
Mewujudkan penyelenggaraan yang aman, cepat, lancar, tertib dan teratur, nyaman dan berdayaguna
dengan biaya yang terjangkau oleh daya beli masyarakat dengan mengutamakan dan melindungi
penerbangan nasional, menunjang pemerataan, pertumbuhan dan stabilitas nasional, sebagai pendorong,
penggerak, dan menunjang pembangunan nasional serta mempererat hubungan antar bangsa.
PENDAHULUAN
Penerbangan merupakan salah- satu moda transportasi yang memiliki andil besar dalam memperlancar
roda perekonomian, memperkukuh persatuan dan kesatuan bangsa serta mempererat hubungan antar
bangsa. Kebutuhan transportasi udara kian hari semakin meningkat, hal ini ditandai dengan semakin
meningkatnya jumlah penumpang dari dan ke seluruh pelosok tanah air, serta dari dan ke luar negeri.
Oleh karena itu penerbangan hendaknya mampu menyediakan angkutan udara yang aman, seIamat, cepa:,
teratur, lancar, tertib, nyaman dan efisien serta.dengan biaya yang wajar.
Kemajuan dan perkembangan ilmu pengetahuan dan teknologi (IPTEK) telah memungkinkan
peningkatan pelayanan dalam Penerbangan baik dari segi kuantitas misalnya tempat duduk, frekuensi dll
serta segi kualitas antara lain keselamatan, keteraturan dan kenyamanan. Pemanfaatan teknologi canggih
dalam pesawat terbang memungkinkan pesawat tersebut dapat beroperasi dengan daya tahan dan tingkat
keandalan yang tinggi, pengontrolan dengan tingkat akurasi yang lebih tinggi, control otomatis yang
memberikan kemudahan baik bagi pilot maupun ground engineer. Hal ini memberikan jaminan
keselamatan terbang yang jauh lebih tinggi dibandingkan pesawat konvensional pada masa lalu.
Kecanggihan system dari suatu pesawat terbang mampu memberikan jaminan kelancaran dalam
penyediaan transportasi udara, bila tidak disertai dengan sikap mental yang baik dari individu-individu
yang berkaitan dengan pengoperasian pesawat tersebut. Hal yang lebih penting lagi adalah oemahaman
tentang karakteristik dari pesawat itu sendiri, apa yang harus dilakukan untuk menjamin agar tetap laik
terbang, pekerjaan perawatan (maintenance work) apa yang harus dilaksanakan dn bagaimana pekerjaan
itu dilaksanakan
Perawatan (maintenance) pada pesawat udara didefinisikan sebagai ; semua pekerjaan yang dilakukan
untuk mempertahankan pesawat udara, komponen-komponen dan perlengkapan pesawat udara dalam
keadaan laik udara.
AKTIVITAS AIRLINE
Tinjauan tentang aktivitas air lines hanya memberikan gambaran umum, agar nampak dimanakah letak
dari fungsi kegiatan perawatan dan kontrisbusinya dalam mendukung keseluruhan sistem dari suatu
airlines.
James L. Lynch, menulis buku “Airlines Organization In The 1980’s” yang didasarkan pada hasil
penenilitian dan pengamatan pada lebih dari 50 perusahaan didunia dari tahun 1963 – 1983. James
menyimpulkan bahwa, meskipun banyak airlines yang berbeda dalam struktur organisasi, besarnya, latar
belakang sejarah, lingukngan budayanya, namun aktivitas – aktivitas yang dilakukannya boleh dikatakan
sama.
Menurut James, suatu airlines terdiri dari fungsi-fungsi yang dapat dikelompokan dalam 3 sistem yang
saling berkaitan. Ketiga sistem tersebut mencangkup ;
1. Sistem operasi (The Operational System)
2. Sistem perencanaan strategi (Strategy Planning System)
3. Sistem sumber daya (Resourcing System)
FUNGSI DAN HUBUNGAN ANTAR SISTEM

Fungsi pokok dari dasar usaha dari suatu airline adalah ; Pemasaran (Marketing), Operasi Penerbangan
(Flight Operation), Operasi Darat (Ground Operation), dan Pengelolahan atau Perawatan Pesawat
Terbang (Maintenance).
Keempat fungsi tersebut, dicangkup dalam 1 sistem yang disebut Sistem Operasi (The Operational
System). Jika suatu airline mulai mengoperasikan, tentunya pihak managemen harus dapat memastikan
bahwa kapasitas yang disediakan, dapat dipakai secara maksimal, karena itu butuh fungsi Pemasaran. Dan
tentunya pesawat yang dipakai harus layak terbang dan aman (Safe), maka ini tentunya perlu fungsi
Perawatan atau Maintenance. Pemakai jasa atau muatan cargo harus dimuat ke pesawat (must be
boarded), tanpa gangguan sedikit pun, hal ini tentunya membutuhkan fungsi operasi darat (ground
operation). Selanjutnya pesawat diterbangkan secara cepat sampai ketujuannya, hal ini membutuhkan
fungsi operasi penerbangan (Flight Operation). Semua termasuk dalam berbagai fungsi yang dapat
dicakup 2 sistem, yaitu Sistem Perencanaan Strategi (Strategy Planning System) dan Sistem Sumber –
Sumber (Resoursing System).
Adapun sistem perencanaan strategi meliputi fungsi “corporate planning” dan fungsi “information
management”. Sedangkan resoursing system meliputi fungsi keuangan (Finance), administrasi
(Accounting), dan personil (Personel)
Fungsi Perawatan Dalam Sistem Operasi

Pelaksanaan perawatan memerlukan pula adanya ; perencanaan yang akurat, dukungan material atau
komponen, fasilitas ; tools dan equipment, sumber daya manusia yang memadai, sistem dan prosedue
serta pedoman kerja yang jelas bagi setiap personil dan element organisasi.
Kelaikan udara dan Sistem Peraturan
A. Pengertian Laik Udara

Pelaksanaan pekerjaan perawatan adlah untuk mempertahankan agar pesawat udara , komponen-
komponen dan perlengkapan pesawat udara dalam keadaan laik udara, berarti pesawat terbang itu sendiri
telah laik udara. Kapan dan pada kondisi bagaimana pesawat udara itu dikatakan laik udara? Dalam
kegiatan penerbangan baik dalam perawatan maupun pengoperasian pesawat udara selalu ditemuai istilah
AIRWORTHY (AIRWORTHINESS atau dalam Bahasa Indonesia disebut Laik Udara/terbang.
Menurut UU penerbangan pengertian laik udara adalah :
Adalah terpenuhinya persyaratan minimum kondisi pesawat udara dan/ atau komponennya untuk
menjamin keselamatan penerbangan dan mencegah terjadinya pencemaran lingkungan
Sedangkan menurut FAA yang tertuang dalam FAA order No. 8300.9 section 15 terbitan 26 Juli 1985
pengertian laik udara adadlah Suatu pesawat udara dinyatakan dalam kondisi “LAIK UDARA” apabila
memenuhi dua kondisi yaitu :
– pesawat udara harus memenuhi atau sesuai dengan rancang bangun (type design) atau type certificate
– pesawat harus dalam kondidi aman untuk dioperasikan .
Kesesuaian terhadap type design atau pesawat dikatakan sesuai dengan type design-nya bila keadaannya
atau komponen-komponen yang dipasang konsisten dengan blue print , spesifikasi dan data lain yang
menjadi bagian dari type certificate. Kesesuaian ini mencakup pula field approve alteration dan
supplemental type certificates yang berlaku . Sedangkan pesawat aman dioperasikan menunjukkan
kondisi pesawat udara yang berkaitan dengan wear and deterioration seperti kondisi kebocoran fluid dsb.
Tangung Jawab Negara terhadap Kelaikan Udara

Menurut Konvensi pada Penerbangan Sipil International setiap pesawat udara milik Negara anggota ICAo
yang melakukan penerbangan international wajib membawa Certification of Registration (C of R) dan
Certificate of Airworthiness (C of A) (article 29),
C of A tersebut harus dikeluarkan oleh Negara dimana pesawat tersebut didaftarkan (article 31). Konvensi
juga mensyaratkan bahwa setiap Negara anggota ICAO wajib mengakui C of A yang dikeluarkan oleh
Negara dimana pesawat itu didaftarkan selama memenuhi standard minimal kelaikan udara yang
ditetapkan oleh ICAO (article 33).
Standar minimal kelaikan udara ditetapkan pada Annex 8, standard ini harus dipergunakan sebagai
patokan bagi setiap Negara anggota ICAO dalam mengembangkan peraturan untuk dinegaranya.
Peraturan ditambah sesuai dengan kondisi negaranya dan dapat mengadopsi peraturan-peraturan dari
Negara anggota lain.
Negara dimana pesawat tersebut didaftarkan (state of registry) merupakan penanggungjawab tunggal atas
kesesuaian pesawat dengan prototype design dan disertifikasi sesuai dengan kelas/kategorinya. State of
registry juga menjamin bahwa semua pesawat udara yang terdaftar dirawat dalam keadaan laik udara
sepanjang masa pengoperasian pesawat tersebut.
Pelimpahan Kewenangan /Tanggung Jawab

Dalam rangka mengupayakan terwujudnya keselamatan penerbangan setiap Negara hendaknya menyusun
peraturan yang disesuaikan dengan kepentingan negaranya serta memperhatikan konvensi International.
Dalam melaksanakan tugas-tugasnya pemegang otoritas (DGCA) dapat menggunakan sistem active role,
passive role atau active-passive role.
Pada active role authority melakukan supervise scera day to day, memberikan pengarahan dan
pengontrolan pada industry (manufacture).
Pada passive role authority berperan aktif hanya bila ada permasalahan atau melakukan investigasi atau
ada penyimpangan-penyimpangan .
Beberapa hal yang penting dan harus tercakup dalam sistem peraturan kelaikan udara setiap Negara, yaitu
:
A. Registration of aircraft
B. Aircraft type certification
C. Issue of certification of airworthiness
D. Approval of aircraft maintenance organization
E. Certification of operator
F. Licencing of personnel
Melalui proses pendaftaran pesawat udara, pengeluaran sertifikat, pemberian approval (pengesahan) serta
penerbitan lisensi, authority /negara dapat mengontrol tanggung jawab manufacturer, operator/airlines
dan maintenance facilities dalam keselamatan penerbangan guna melindungi kepentingan umum.
SASARAN DAN TANGGUNG JAWAB MAINTENANCE

Tiga sasaran dasar dari perawatan pesawat udara adalah :
1. Mengupayakan keselamatan penerbangan semaksimal mungkin artinya perawatan mamapu menjamin

bahwa setiap bagian atau perlengkapan memiliki tingkat performansi yang tinggi dengan demikian
keselamatan penerbangan akan terjamin
2. Mengoptimalkan ketersediaan pesawat udara artinya keberadaan maintenance mampu memenuhi

persyaratan keselamatan dan mencegah terjadinya kerusakan-kerusakan. Dengan demikian akan semakin
banyak pesawat yang siap untuk diterbangkan . Pesawat dapat dioperasikan secara optimal (efisiensi jam
terbang) sehingga memberikan keuntungan.
3. Mengupayakan biaya perawatan (maintenance cost) serendah mungkin. Biaya perawatan antara lain
meliputi pengadaan fasilitas, material, komponen-komponen dan sumber daya manusia diupayakan
seefisien mungkin.
Catatan :
Setiap orang yang berhubungan dengan maintenance baik sebagai supervisor, manager, engineer,
mechanic dan lain-lain hendaknya peduli mengupayakan ketercapaian ketiga sasaran tersebut.
Responsibility for Maintenance

– Setiap organisasi yang mengoperasikan pesawat udara untukpengangkutan penumpang atau kargo
memiliki tanggung jawab utama untuk merawat pesawatnya dalam keadaan aman dan laik udara (safe and
airworthy).
– Terlepas apakah maintenance itu dilakukan oleh organisasi itu sendiri atau dikontrakkan ke organisasi
lain maka penanggung jawab utama dari kelaikan udara adalah OPERATOR yang mengoperasikannya.
– Semua pekerjaan maintenance dan modification pada pesawat udara, komponen-komponen dan
perlengkapan pesawat udara hendaknya dilaksanakan, disahkan (disertifikasi) dan dicatat sesuai dengan
persyaratan yang telah ditetapkan dalam CASR.
– Operator hendaknya memiliki buku pedoman perawatan (maintenance manual yang dapat dipergunakan
sebagai pedoman/guide bagi setiap personil yang berkaitan dengan pelaksanaan perawatan pesawat udara.
Manual harus memuat informasi sebagai berikut :

1. Approved Aircraft Specification
2. Prosedur inspeksi dan perawatan yang berlaku untuk pesawat yang dioperasikan
3. Tanggung jawab personil inspeksi dan perawatan
4. Daftar organisasi /kontraktor yang di kontrak untuk melakukan pekerjaan tertentu yang tidak diizinkan
dikerjakan sendiri oleh operator
Filosofi dan konsep perawatan

• Airline/operator memiliki tanggung jawab untuk melaksanakan maintennace pd pesawat udara yang
dioperasionalkannya sesuai dengan persyaratan kelaikan udara.
• Agar pelaksanaan maintenance teratur, maka operator harus memiliki AIRCRAFT MAINTENANCE
SPECIFICATION dan menyusun maintenance program
Maintenance program berbeda antara airline yang satu dengan yang lainnya. Airline mengembangkan
maintenance program disesuaikan dengan sifat operasi, komersial dan persyaratan teknis, peraturan
pemerintah, struktur route, man power dan fasilitas.
Maintenance pesawat udara diklasifikasikan :

1. Menurut tempat pelaksanaan :
a. Line maintenance
b. Base maintenance
2. Menurut jumlah waktu untuk perawatan
a. minor maintenance
b. major maintenance
3. Menurut Konsep/proses maintenance
a. Hard Time
b. On condition
c. Condition maintenance
Menurut tempat pelaksanaan

1. Line Maintenance
Line maintenance dilaksanakan di line station atau flight line of an airlines base station, jenis
pekerjaannya terdiri dari routine task dengan low interval dan non routine task.
Routine task meliputi servicing, cleaning, refueling dan inspeksi-inspeksi ringan
Non Routine seperti penggantian komponen sampai penggantian engine

Sifat pekerjaannya DEPARTURE ORIENTED artinya mengutamakan keberangkatan pesawat terutama
menuju base dengan mengingat keterbatasan waktu, man power dan fasilitas pada line station
2. Base Maintenance
Base maintenance dilaksanakan di aorline’s base maintenance. Sifatnya adalah Fixed Oriented karena
memiliki manpower dan fasilitas yang memadai sehingga mampu melaksanakan semua macam pekerjaan
perawatan
Menurut Jumlah Waktu untuk maintenance

a. Minor Maintenance
merupakan pekerjaan perawatan yang memerlukan aircraft down time kurang dari 24 jam. Pekerjaan yang
dilakukan mencakup pekerjaan rutin seperti pre flight check sampai “B” check work packages serta
pekerjaan tidak rutin lainnya seperti perbaikan ringan.
Pelaksanaan pekerjaan di line station atau maintenance base

b. Major or Heavy Maintenance
adalah semua pekerjaan yang memerlukan aircraft down time lebih dari 24 jam . Pekerjaan ini meliputi
structural inspection and repair, overhaul, cabin refurbishment, paint removal dll. Pelaksanaannya di
maintenance base
Catatan
– Struktur atau sistem pesawat terdiri dari sejumlah part, component atau assembly
– Setiap partmemiliki kemampuan untuk menahan beban berbeda, begitu juga dengan material dan proses
pembuatannya juga bervariasi.
– Ketahanan suatu part untuk menanggung beban atau stress yang terjadi sangat berkaitan erat dengan
waktu atau umur
– Contoh part yg menerima beban berulang-ulang akan mengalami fatique atau dua part yang bergerak
dan saling bergesekan lama kelamaan akan menjadi aus (wearout)
– Part yang telah digunakan sekian lama akan mengalami kerusakan. Kemungkinan kerusakan semakin
tinggi setelah mencapai umur tertentu, meski tidak semua part akan mengalami kerusakan pada umur
yang sama.
– Ketahanan terhadap failure perlu diting\katkan /dikembalikan pada umur/waktu tertentu.
Menurut Konsep / Proses maintenance

1. Hard Time maintenance
yaitu proses preventive maintenance agar suatu part, component, assembly tidak mengalami failure dan
mengganggu keselamatan dengan cara diganti atau di overhaul pada interval waktu tertentu
2. On Condition Maintenance
adalah proses preventive maintenance yang dilakukan pada unit-unit, sistem-sistem atau bagian dari
struktur yang kondisinya dapat ditentukan melalui pemeriksaan (inspection) atau mengetesan secara
berulang-ulang pada interval waktu tertentu. Interval waktu pemeriksaan mula-mula pendek dan
kemudian semakin bertambah bila telah ada service experience
3. Condition Monitoring Maintenance
Condition monitoring digunakan pada parts atau sistem yang tidak memerlukan preventive maintenance,
dalam proses ini kerusakan / malfunction diizinkan terjadi. Bila terjadi kelainan-kelainan dalm operasi
atau penurunan performance yang diketahui dari hasil monitoring maka akan dilakukan pekerjaan
tertentu. Dari hasil monitoring ini akan dianalisis untuk menentukan langkah-langkah timdakan yang
tetap misalnya penyetelan, perbaikan atau pergantian.
Aircraft Maintenance – Line, Base and Defects

Posted on January 7, 2014 by Mike — 4 Comments ↓
http://airlinebasics.com/aircraft-maintenance-line-base-and-defects/
In general, aircraft maintenance seems simple enough – a plane brakes and mechanics need to fix it,
right? Well, nothing is all that easy in aviation!
In most general terms, aircraft maintenance can be divided into three categories (as defined by law and by
common sense, if you think about it):
 Defect rectification (which is the most obvious part – the “fixing” of aircraft)
 Line maintenance
 Base maintenance (or heavy maintenance or hangar maintenance)
In this generic article, I will try to go through the main differences in those three and explain why we
need them, who and where can perform them and why do we care in the first place.
Line Maintenance
Most aircraft (although there are exceptions, like many business jets for example) require line
maintenance tasks to be performed quite frequently. In many aircraft types, typical line maintenance tasks
would include a daily check (performed anywhere from every 24 to every 48 hours) and a weekly check
(every 7-8 days). Apart from that, there may be several OOP (out of phase) maintenance tasks which can
be considered to be line maintenance and carried out by a line maintenance provider.
So how can we define line maintenance? The Part 145 regulation defines line maintenance as any
maintenance tasks which can be performed outside of a hangar (under open skies) except for situations in
which the weather deteriorates to such conditions, that a hangar becomes mandatory. Are you confused?
No wonder – a typical example of a legal definition which means precisely nothing. Technically, one
could do any maintenance task under the open sky in the Caribbean assuming the weather is nice and
warm and there’s no wind.
So what can we do? Many airline professionals have a good “feel” for the line / base distinction and know
by heart which is which, especially if they have years of practical experience on a given aircraft type.
However, if you’re new to the business there’s still hope J
First of all, for some aircraft, the scope of line maintenance is specified in the MPD or MS (Maintenance
Planning Document or Maintenance Schedule). Those documents may either bluntly tell you that line
maintenance is for every check up to and including the 500 HR A-check, for instance. Or for any A-
check. On top of that, the same documentation will specify components which are known as LRU – Line
Replaceable Unit. This implies that the replacement of such components can be done during line
maintenance. Be careful with oversimplification though – an engine is generally considered to be an LRU
and as much as you’re allowed to replace it during line maintenance (for instance, if you get FOD –
Foreign Object Damage – such as a bird ingestion, at an airport where no hangar facility is available) you
should probably stick to a base maintenance facility for this job if there is one nearby.
On the other hand, most modern aircraft tend to define their maintenance programs as stand-alone tasks
rather than complete work packages. In this case, you will not get a definition of an A-check or C-check,
and therefore also no distinction as to which one of them can be assumed line maintenance. Then, the
definition needs to be created by you and approved by your local aviation authority. In other words:
 If you’re running an airline or an independent airworthiness management organization, you

need to define a Maintenance Program specific to the given aircraft in your fleet. This maintenance
program should define which tasks you consider to be line maintenance. There are various ways to
define such tasks. The easiest one (although also the one with least common sense) is to define line
maintenance as maintenance tasks limited by a certain interval (for instance all tasks with an interval
of up to 500 flight hours, 500 flight cycles and 1 calendar year may be considered line maintenance).
 If you’re running an MRO, you will need to specify your so-called scope of approval, which
defines what maintenance you’re actually allowed to do. In your internal documentation (the MOE –
Maintenance Organization Exposition – chapter 1.9) you will need to define whether you do line or
both line and base (I have yet to see someone who does only base, although it’s possible) and also
what that means to you. Of course, your local authority needs to approve your ideas.
Another important thing to note regarding line maintenance is that it is fairly easy to set up from an airline
perspective. Airlines operate to and from various airports around the world and they need maintenance
support for their fleet. Furthermore, some operators (especially charter and ACMI providers) fly to
airports on an ad-hoc basis, so establishing steady relationships with maintenance providers may prove
difficult. In those cases, line maintenance providers come in handy because a you can hire those
companies often via one email and one work order for a simple check on your aircraft and they will be
there to assist.
Base maintenance
The definition of base maintenance is simple – it is all maintenance which does not fall under the line
maintenance category. In practice, this will be mainly heavy checks such as C and D checks. During those
checks major and minor aircraft systems are being evaluated together with complex and time consuming
tasks such as corrosion prevention, structural work, replacement of major components, interior
refurbishment, etc. Of course, all this work needs to be done in a hangar and requires quite a bit of
planning and a significant dose of cooperation between the airline and the MRO.
The arrangement of base maintenance is not as simple as with line maintenance. Operators are required
(by law) to have base maintenance contracts in place for all aircraft they operate. Such contracts need to
fulfill the Part 145 contracting / subcontracting requirements and need to be approved by the respective
aviation authority.
The way this is generally done is that major MRO’s have so-called GTA’s – General Terms Agreements
– which can be signed by an operator. A GTA does not warrant anything really. It does not ensure that
there will be an available slot for your aircraft when you need one, neither does it guarantee any kind of
technical support. However, it does present a general framework of the cooperation between the airline
and the MRO once a heavy aircraft check is being ordered. It can also be approved by the authority,
which means that it satisfies the Part 145 requirements mentioned above.
Once you agree on a check date and price with the MRO of your choice, all you need to do is sign an
attachment (or appendix or side letter – whatever you wish to call it) to the GTA. All the attachment does
is specify the work scope, induction and extraction dates and pricing. All other terms and conditions have
already been agreed upon in the GTA, so there is no sense in repeating those. Last but not least – the
attachment does not need to be approved by the authority, as it is not an agreement by itself. This allows
for more flexibility as the operator is not limited by the time it usually takes to approve documents at the
CAA.
Defect rectification
This part can be tricky, although it may seem obvious at first. Of course, if a defect arises on your aircraft,
it needs to be rectified as soon as possible – there is no question about that. However, how do you now
determine if the rectification of the defect constitutes line or base maintenance? Can your local line
maintenance provider sign off for the job, or are you in trouble because you need to get a base
maintenance facility to look at your aircraft?
There is no easy answer to this question and a flow chart would probably best describe the decision
process with respect to complex details. Hopefully, one day I will have the time to actually create one.
For now, let’s take a look at things to consider.
Just one more thing before we start – keep in mind that being an operator (or an independent
airworthiness management company) it is your responsibility to have your maintenance performed by the
right people and companies. In other words – just because your line maintenance provider claims that
they can do the job does not, on its own, allow you to order them to do so. It is your line maintenance
definition, your engineering knowledge and your common sense that are in charge here.
Now, a quick method for the evaluation of defects:
 In most cases, your line maintenance provider will be the first to get the word of the defect
(most often through an appropriate entry in the TLB – Technical Log Book – made by the crew or
through the results of an inspection like a daily check).
 There is no problem in them initially evaluating the defect. Keep in mind that the appropriate
Part 145 approvals are needed for performing work on the aircraft (i.e. removing a defect) and not for
finding and describing one.
 For the sake of this exercise, let’s assume that a line maintenance mechanic discovered a
fuselage dent on your aircraft. The dent has not yet been described in the dent and buckle chart, which
implies that it must have just recently occurred.
 Your engineering team (perhaps with the assistance of the line maintenance MRO) should
check your SRM – Structure Repair Manual – for allowable defects in the area in question. You
checked and there are certain limits within which the defect is acceptable and can be easily released to
service (after an appropriate entry in the dent and buckle chart has been made), other limits allow the
defect to be released but only for a certain amount of time (say 500 flight hours) by which a
permanent repair needs to be done, and everything outside those limits is a “no go” item and requires
immediate rectification before next flight.
 Here is your first decision – the size of the dent needs to be accurately measured. The
measurements you take will define whether your aircraft is airworthy or not, so they need to be really
accurate. Mistakes can either endanger flight safety or empty your wallet. In either case, you need to
be sure. Can you order your line maintenance provider to do the measurements or should you call a
structure expert from a base maintenance facility to do so? There is no definite answer. Ask your line
maintenance provider if they feel comfortable with the task – if they have decency, they will give you
an honest answer. Furthermore, if you’ve worked with them for a while you will have your own idea
on their abilities and skills. It’s really a judgment call – if you’re in doubt, have an expert fly in.
 The measurements have been made. Bad luck – the dent needs to be fixed immediately. Your
line maintenance provider claims to have a good structure engineer on site who can do some of the
sheet metal work for you provided you give him instructions from the SRM or obtained from the
aircraft manufacturer if necessary. Can you do that? This one is easy – no, you should not allow that.
You should check the Part 145 certificate of your maintenance provider and if you’re still in doubt –
chapter 1.9 of their MOE. If they are only approved for line maintenance and minor repairs (as is
generally the case) they should not be permitted to do the work. You will need to call a base
maintenance organization and ask for support. If you’re in luck – there will be one at the airport at
which your aircraft has been grounded. If not – they need to fly in and do it on site away from base
(they most often have their own procedures which allow them to do that).
Having said all that you may ask what will happen if there is no base maintenance provider on site, and
perhaps even also no hangar in which such a complex repair can be performed. There are a few options
still out there. The most obvious one is to apply to EASA (or your local authority) for a PtF (Permit to
Fly) which is a document permitting repositioning flights of aircraft which are considered not airworthy
for some reason. Of course, not every aircraft can be flown like that but in many cases you will get your
permission. Then you can reposition your aircraft to a facility of your choice.
Of course, there are several exceptions to the generics which I wrote about above. However, those are
common guidelines and definitions for aircraft maintenance. Please leave comments and questions below
if you wish.

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Aviation Glossary – Acronyms and Abbreviations

CAME – Continuous Airworthiness Management Exposition – a manual, containing a set of procedures,

FA – Flight Attendant

OEM – Original Equipment Manufacturer – the original manufacturer of an aircraft, engine or

WX – Weather – an acronym used for the term “weather”.

Perawatan Pesawat di GMF Konsep Perawatan

Perawatan pesawat dibagi menjadi dua, yaitu:

1. Berdasarkan tempat dilakukannya perawatan pesawat

A-Check Setelah 50-200 jam terbang <= 24 Jam

C-Check Setelah 1.000-3.000 jam 1 – 2 Minggu

D-Check 4 – 5 tahun 3 – 6 minggu

Non routine maintenance adalah pekerjaan-pekerjaan yang timbul karena adanya

Aircraft Maintenance Operation.

2. Sistem perencanaan strategi (Strategy Planning System)

3. Sistem sumber daya (Resourcing System)

FUNGSI DAN HUBUNGAN ANTAR SISTEM

Fungsi Perawatan Dalam Sistem Operasi

Kelaikan udara dan Sistem Peraturan

A. Pengertian Laik Udara

Menurut UU penerbangan pengertian laik udara adalah :

Tangung Jawab Negara terhadap Kelaikan Udara

Pelimpahan Kewenangan /Tanggung Jawab

SASARAN DAN TANGGUNG JAWAB MAINTENANCE

1. Mengupayakan keselamatan penerbangan semaksimal mungkin artinya perawatan mamapu menjamin

2. Mengoptimalkan ketersediaan pesawat udara artinya keberadaan maintenance mampu memenuhi

Responsibility for Maintenance

Manual harus memuat informasi sebagai berikut :

Filosofi dan konsep perawatan

Maintenance pesawat udara diklasifikasikan :

2. Menurut jumlah waktu untuk perawatan

3. Menurut Konsep/proses maintenance

Menurut tempat pelaksanaan

Routine task meliputi servicing, cleaning, refueling dan inspeksi-inspeksi ringan

Non Routine seperti penggantian komponen sampai penggantian engine

Menurut Jumlah Waktu untuk maintenance

Pelaksanaan pekerjaan di line station atau maintenance base

b. Major or Heavy Maintenance

– Ketahanan terhadap failure perlu diting\katkan /dikembalikan pada umur/waktu tertentu.

Menurut Konsep / Proses maintenance

3. Condition Monitoring Maintenance

Aircraft Maintenance – Line, Base and Defects

 If you’re running an airline or an independent airworthiness management organization, you

Now, a quick method for the evaluation of defects:

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