AIRCRAFT MAINTENANCE

Airbus A380 Maintenance Exercice

You are the CAMO Manager in charge of the continuing airworthiness of an Airbus 350-1000 registered
in Spain with 21.000 FH, 4500 cycles and 73 months of life. During an audit by the Spanish
Airworthiness Authority on the maintenance program tasks accomplished they find out that the following
tasks were not performed at their expiration date on the aircraft.

262200-00M06-01
531000-00S02-01
532000-00S05-01
ZL-151-00Z01-01

1) Are all tasks applicable?

Task applicability: Generally, if tasks are outlined in the aircraft's maintenance program, they are
considered applicable. However, this can vary depending on the specific operational and
maintenance history of the aircraft. To determine this, you'd need to consult the aircraft's specific
maintenance program and related documentation.
2) What was the expiring task interval?
Expiring task interval: I don't have specific information about these task numbers, but typically,
the expiration of maintenance tasks could be based on flight hours (FH), cycles, calendar time, or
a combination of these. This information should be provided in the aircraft's maintenance
program or the maintenance planning document (MPD).
3) What will happen to the airworthiness of the aircraft?
Airworthiness: If scheduled maintenance tasks are not performed on time, it could potentially
compromise the airworthiness of the aircraft. The specific impact would depend on the nature of
the missed tasks.
4) What are the type of tasks and what mechanics skills are needed?
Types of tasks/mechanic skills: Without specifics, it's hard to say. Generally, tasks could range
from simple inspections to more complex component replacements. The skills required could
vary from basic mechanic skills to more specialized training.
5) Which zone of the aircraft is involved and what accesses has to be opened?
Zone/access: Without specific task details, it's hard to say. But generally, tasks could involve
different zones of the aircraft, each requiring different access points. Access requirements should
be specified in the task description in the MPD or aircraft maintenance manual (AMM).
6) How many mechanics are needed per task and for how many man-hours?
Mechanics/man-hours: The number of mechanics and man-hours would depend on the specific
tasks. This information should be provided in the MPD, the AMM, or another related
maintenance planning resource.
7) What task belongs to the MSG3 process?
MSG3 process: This refers to a process for developing aircraft maintenance programs based on
reliability-centered maintenance principles. It's hard to say which specific tasks belong to this
process without more details.
8) What are the regulatory conditions under which the tasks have to be performed?
Regulatory conditions: These could include various local and international regulations. Generally,
maintenance tasks must be performed by certified personnel, using approved procedures and
tools, and recorded properly.
9) What is the process to restore airworthiness?
Restoring airworthiness: To restore the airworthiness of an aircraft after missed maintenance
tasks, those tasks would generally need to be performed as soon as possible. Additionally, it may
 be necessary to perform extra inspections or maintenance to confirm that the aircraft's condition
hasn't been adversely affected by the delay in maintenance.

Exercise 2

You have to explain what happens if, during the walk around check of an Airbus 330 (registered in
Ireland) departing from Frankfurt, the pilot find a flat tire.

1) "No go" item or not?

Yes, a flat tire is generally considered a "no go" item. This is because a deflated tire presents both a safety
risk and potential damage to the aircraft structure. The aircraft cannot safely perform takeoff or landing
operations with a flat tire.

2) AOG situation or not?

Yes, this would typically be considered an "Aircraft On Ground" (AOG) situation. AOG is a term in
aviation maintenance indicating that a problem is serious enough to prevent the aircraft from flying. In
this case, the flat tire must be replaced before the aircraft can be declared fit for flight.

3) Scheduled or unscheduled maintenance work?

This would be considered unscheduled maintenance work. Scheduled maintenance is work that's planned
in advance according to a specific schedule (based on hours of operation, calendar time, or cycle counts).
A flat tire discovered during a walk-around check falls outside of these categories and is thus
unscheduled.

4) MAREPS or PIREPS?
PIREP stands for "Pilot Report". This is a report filed by pilots to provide information about flight
conditions, including issues like turbulence, weather conditions, or maintenance issues noticed in flight or
during pre-flight checks. In this case, it would be a PIREP because it was discovered by the pilot during a
walk-around check. MAREP (Maintenance Report) would be the report filed by the maintenance team
after addressing the issue.

5) Line or base maintenance activity?

Changing a flat tire can typically be considered a line maintenance activity. Line maintenance includes
routine checks and minor repairs or replacements that can be carried out in a short time, often between
flights. However, the specifics could depend on the resources and capabilities available at the airport
where the flat tire was discovered.

6) Will the aircraft maintenance configuration change?

Typically, the maintenance configuration of the aircraft would not significantly change for a tire
replacement. The repair can be accomplished without major reconfiguration of the aircraft. However, the
aircraft's maintenance logs and tracking system would be updated to reflect the replacement of the tire.
Describe the consequences to the aircraft.

A maintenance action is necessary:

In this case, the MCC (Maintenance Control Center) would issue a WO (Work Order) to an MRO
(Maintenance and Repair Organization). The MRO's licensed mechanic would then perform the necessary
maintenance tasks as defined in the AMM (Aircraft Maintenance Manual) or TSM (Trouble Shooting
Manual). If parts need replacement, the IPC (Illustrated Parts Catalogue) would be referred to ensure that
the correct parts are used. The entire maintenance action is guided by the JIC (Job Instruction Card),
which details the steps that must be performed.

The airworthiness is suspended:

Upon identification of a maintenance issue that could affect the safety of the aircraft, the CAMO
(Continuing Airworthiness Management Organization) or the OCC (Operational Control Center), in
consultation with the pilot and the maintenance team, would temporarily suspend the airworthiness of the
aircraft. This is usually marked in the TLB (Technical Logbook) of the aircraft and often leads to an
Aircraft on Ground (AOG) status. The CoA (Certificate of Airworthiness) is essentially considered
temporarily invalid until the necessary maintenance actions are performed and the aircraft's safety is
ensured.

The airworthiness is restored:

Once the necessary maintenance actions have been completed, the MRO's licensed mechanic would sign
off the completed tasks in the WO. Subsequently, the mechanic or an authorized maintenance engineer
would issue a CRS (Certificate of Release into Service), which is an official document stating that the
aircraft has undergone the necessary maintenance work and is now considered airworthy. This is then
noted in the TLB, which is reviewed by the CAMO. The CRS effectively restores the validity of the CoA,
allowing the aircraft to return to service.

The work has to be performed by a certified mechanic under an organization certified to work on
that aircraft type approved by the airworthiness authority on which the aircraft is registered:
The MRO is certified by relevant aviation authorities to perform maintenance tasks on specific types of
aircraft. An MRO's licensed mechanic, who has been trained, examined, and authorized to perform
maintenance tasks, carries out the necessary maintenance work. They follow the AMM, TSM, and JIC
while performing these tasks. The CoA issued by the airworthiness authority recognizes that the aircraft
conforms to the approved design and is safe for flight, and this is maintained and updated based on the
works performed by certified MROs and mechanics. After the work is performed and checked, the
mechanic or an authorized individual will issue the CRS, marking the completion of the maintenance
work and the restoration of the aircraft's airworthiness.
Describe the line of responsibility during different phases of the occurrence:

1. Identification of Maintenance Need: The Pilot typically identifies maintenance issues during pre or
post-flight checks, or during the flight itself. Their responsibility is to report this to the OCC (Operational
Control Center) who then communicates with the MCC (Maintenance Control Center). The OCC is
responsible for coordinating all operational aspects of the flight, including maintenance.

2. Maintenance Work Order: MCC has the responsibility of issuing a WO (Work Order) to the MRO
(Maintenance and Repair Organization), specifying the work that needs to be done. MCC manages
maintenance activities and resources.

3. Performing Maintenance: The MRO and the licensed mechanic within the MRO carry out the
maintenance work. Their responsibility is to complete the tasks as per the AMM (Aircraft Maintenance
Manual), TSM (Trouble Shooting Manual), and JIC (Job Instruction Card).

4. Verifying and Certifying Maintenance: After completing the tasks, the MRO's licensed mechanic or
an authorized maintenance engineer verifies the work and issues a CRS (Certificate of Release into
Service).

5. Managing Airworthiness: The CAMO (Continuing Airworthiness Management Organization) is

responsible for ensuring the aircraft remains airworthy. They ensure that maintenance is done as per
schedule and any unplanned issues are addressed promptly. They oversee the entire process, making sure
that the CoA (Certificate of Airworthiness) stays valid.

Communication Flow:

1. The Pilot reports the issue to the OCC.

2. The OCC then communicates with the MCC.
3. The MCC issues a WO to the MRO.
4. After maintenance, the MRO communicates the completion of the task to the MCC.
5. MCC updates the OCC, and the OCC communicates with the Pilot and CAMO.

Flow of Papers:

1. The Pilot logs the maintenance issue in the TLB (Technical Logbook).
2. MCC issues a WO to the MRO.
3. The MRO refers to the AMM, TSM, and JIC, and records the actions in the WO.
4. The MRO's licensed mechanic or authorized person issues a CRS after work completion.
5. The CRS and updated WO are given to the MCC, who updates the CAMO.
6. The CAMO ensures the CoA remains valid with these updates.

To perform work according to the instruction of the CAMO organization:

The CAMO provides oversight and instructions based on regulatory requirements and the aircraft's
maintenance program. The MRO and its licensed mechanics perform maintenance tasks as per these
instructions, following the guidelines from the AMM, TSM, and using the JIC.
To fly an aircraft which is airworthy:

The Pilot, after being informed of the completion of maintenance work and having the CRS, checks the
updated TLB and then proceeds with flight operations. The OCC also assists in verifying that all
maintenance issues have been addressed and the aircraft is fit for flight.

To manage the airworthiness of the aircraft:

The CAMO manages the aircraft's airworthiness. They monitor the status of the aircraft's maintenance,
ensure that maintenance work is carried out as required, that all paperwork is updated correctly (including
the CoA), and that any issues reported are properly addressed, maintaining a closed loop of
communication with OCC, MCC, MRO, and the Pilot.

Explain how the occurrence will be technically solved and the cost of the operation in case the tire is
damaged beyond repair with the following assumptions :

• Man hour cost : 100 $

• Tire cost : 1000 $
• Wheel cost : 20.000 $

Technical Solution:

When a tire on an Airbus A330 is found to be damaged beyond repair, the first step is the assessment of
the damage. This is typically done by the ground crew during their regular inspection or by the pilot
during the pre-flight walk-around check.

Upon discovering a flat tire, the pilot will report it to the OCC (Operational Control Center). The OCC
communicates the issue to the MCC (Maintenance Control Center), which initiates the maintenance
process. This is considered an AOG (Aircraft on Ground) situation, which means that the aircraft cannot
fly until the issue is resolved.

A WO (Work Order) is then issued by the MCC to an MRO (Maintenance and Repair Organization),
detailing the problem and the required actions. The MRO will dispatch a team of licensed mechanics to
inspect the aircraft and verify the extent of the damage. They will refer to the AMM (Aircraft
Maintenance Manual) and follow the procedure for tire inspection and replacement.

If the damage is confirmed to be beyond repair, the damaged tire will need to be replaced. The
replacement is done following strict procedures laid out in the AMM to ensure safety and efficiency. The
mechanics will use specialized equipment to lift the aircraft or the landing gear, remove the damaged
wheel assembly, replace the tire, and then reinstall the wheel assembly.

While the tire is replaced, the mechanics will also inspect the wheel for any potential damage. If there is
any damage to the wheel as well, it will also need to be replaced to ensure safety.

The wheel assembly is then reattached to the aircraft, and several checks are conducted to confirm the
correct installation of the tire and wheel. The brake system, associated hydraulic lines, and landing gear
structure are also inspected for any potential damage.
The entire process is overseen by an authorized maintenance engineer, who will inspect the work upon
completion. Once the engineer is satisfied with the work, they will issue a CRS (Certificate of Release to
Service). This CRS, alongside the WO detailing the completed work, is logged in the aircraft's TLB
(Technical Logbook), marking the completion of the maintenance action and restoring the airworthiness
of the aircraft.

Cost of Operation:

The cost of this maintenance action will comprise labor costs and parts costs.

Assuming it takes about 3 hours for two mechanics to replace the tire, the labor cost would be 2
mechanics 3 hours $100 per hour = $600.

The cost of the tire would be $1000 as per your assumption.

If the wheel is also damaged and needs replacement, the cost of the wheel would be an additional
$20,000.

So, if only the tire needs replacement, the total cost of the operation would be

$600 (labor) + $1000 (tire) = $1,600.

If the wheel also needs replacement, the total cost would be

$600 (labor) + $1000 (tire) + $20,000 (wheel) = $21,600.

It's important to note that these costs are direct costs and do not take into account other indirect costs such
as the cost of having the aircraft grounded (AOG costs), potential delays or cancellations of flights, and
any necessary logistics for getting the replacement tire and wheel to the aircraft if they are not readily
available at that location. These indirect costs can often be significant in airline operations.
Maintenance Pillar Checks Exercise.
https://www.youtube.com/watch?v=jA2Gp48UmsE

1) Main Phases of a Maintenance Visit:

A maintenance visit generally goes through several phases:

1) Planning: The planning stage is critical for a successful maintenance visit. This phase involves a
thorough analysis of the work scope, which is largely defined by the aircraft's maintenance
program. Maintenance tasks, inspections, modifications, and ADs (Airworthiness Directives)
compliance are planned during this phase.

2) Induction: This phase involves the physical arrival of the aircraft at the maintenance facility.
Once the aircraft is inducted, a preliminary inspection is conducted to assess the overall condition
and confirm the planned work scope.

3) Disassembly/Teardown: During this phase, components are removed from the aircraft to allow
for in-depth inspections and repairs. This may involve opening up the aircraft structure, removing
interior items, detaching panels, and so on.

4) Inspection: A thorough inspection of the aircraft's structure, systems, and components is carried
out. This can range from visual inspections to more complex non-destructive testing methods.

5) Repair/Overhaul: Any defects or issues identified during the inspection phase are corrected in this
phase. Repairs can range from minor adjustments to major overhauls.

6) Reassembly: After repairs and inspections, the aircraft is reassembled. Replaced components are
installed, and systems are checked for functionality.

7) Testing: Once the aircraft is reassembled, rigorous testing is performed to verify that all systems
are working correctly.

8) Documentation: The maintenance team documents all work done, changes made, and components
replaced. This is crucial for tracking the aircraft's maintenance history and ensuring continued
airworthiness.

Delivery: Finally, the aircraft is returned to service, and the customer is briefed on the work performed.

2) How It Is Organized?

Organizing a maintenance visit involves coordination between different parties and precise scheduling.
The aircraft's maintenance program guides the necessary tasks, and a detailed work plan is developed.
This plan schedules all activities in an efficient sequence to minimize downtime. It also allocates
resources and assigns tasks to specific teams or individuals. Close coordination with parts suppliers is
necessary to ensure that any required spares are available when needed.

3) What is needed?

Personnel: A maintenance visit requires a team of skilled and certified maintenance personnel. This
includes airframe and powerplant (A&P) mechanics, avionics technicians, non-destructive testing
specialists, inspectors, and engineers.
Infrastructure: A suitable hangar or maintenance facility is required, along with access to necessary
utilities and services. The size and type of facility will depend on the level of maintenance being
performed.

Tools: Various tools and equipment are needed for a maintenance visit, ranging from basic hand tools to
specialized aircraft maintenance tools and equipment. These may include lifting and hoisting equipment,
testing equipment, specialized tools for removing or installing components, and safety equipment.

Spares: Depending on the maintenance tasks to be performed, various spare parts may be needed. These
should be sourced in advance to prevent delays.

4) What are the Challenges?

Some of the main challenges in aircraft maintenance include the following:

Resource Management: Efficiently managing human resources, tools, and facilities is a major challenge,
especially when multiple aircraft or maintenance tasks are involved.

Time Constraints: The aviation industry operates on tight schedules, and minimizing aircraft downtime is
crucial. Meeting deadlines without compromising the quality of maintenance is a constant challenge.

Logistical Issues: Ensuring the timely availability of necessary spare parts can be difficult, especially for
older aircraft or in locations with limited supply networks.

Regulatory Compliance: Maintaining compliance with evolving regulatory requirements, ADs, and
maintenance procedures is a critical challenge.

Technical Complexity: Modern aircraft are complex machines, and maintaining them requires a high level
of technical expertise and understanding of various aircraft systems and components.

5) Consequences of Delay in Delivery:

Financial Impact: Delays in returning an aircraft to service can result in significant financial loss due to
grounded aircraft not generating revenue.

Operational Disruptions: Delayed maintenance can disrupt flight schedules, leading to delays or
cancellations, which can negatively impact customer satisfaction and the airline's reputation.

Increased Costs: Delays often lead to increased maintenance costs due to overtime, expedited parts
shipping, and other unexpected expenses.

6) Reducing the Turnaround Time (TAT):

Effective Planning: Thorough and efficient planning can help minimize downtime during maintenance.
This includes precise scheduling, timely ordering of parts, and effective resource allocation.

Skilled Workforce: A skilled and well-trained maintenance team can work more efficiently and reduce the
likelihood of errors or rework, thus reducing TAT.
Optimized Processes: Continually reviewing and optimizing maintenance processes can lead to improved
efficiency.

Predictive Maintenance: Using advanced analytics and condition-based maintenance can help anticipate
issues and address them before they lead to major downtime.

Sufficient Resources: Ensuring the availability of necessary tools, equipment, and parts can prevent
delays in the maintenance process.

Coordinated Effort: A collaborative effort between the airlines, MROs, OEMs, and other stakeholders can
help streamline the maintenance process, aligning their goals towards a common objective of minimizing
downtime and maximizing aircraft utilization.