Wednesday, March 4, 2015

Continuing Airworthiness Tasks

 M.A.301 Continuing Airworthiness Tasks
    The aircraft continuing airworthiness and the serviceability of both operational and  emergency equipment shall be ensured by:
         1. the accomplishment of pre-flight inspections;
         2. the rectification in accordance with the data specified in point M.A. 304 and/or point M.A. 401, as applicable, of any defect and damage affecting safe operation taking   into account, for all large aircraft or aircraft used for commercial air transport,  the minimum equipment list and configuration deviation list as  applicable to the aircraft type;
         3. the accomplishment of all maintenance, in accordance with the M.A.302 approved AMP;
        4. for all large aircraft or aircraft used for commercial air transport the analysis of the effectiveness  of the M.A.302 approved AMP;
        5. the accomplishment of any applicable:
              i. airworthiness directive,
             ii. operational directive with a continuing airworthiness impact,
            iii. continued airworthiness requirement established by DGCA,
            iv. measures mandated by DGCA in immediate reaction to a safety problem;
      6. the accomplishment of modifications and repairs in accordance with M.A.304;
      7. for non-mandatory modifications and/or inspections, for all large aircraft or aircraft used for commercial air transport the establishment of an embodiment policy;
      8. Maintenance check flights when necessary.
                  AMC M.A.301(1) Continuing Airworthiness Tasks
     1. With regard to the pre-flight inspection it is intended to mean all of the actions necessary to ensure that the aircraft is fit to make the intended flight. These should typically include but are not necessarily limited to:
               (a) a walk-around type inspection of the aircraft and its emergency equipment for
condition including, in particular, any obvious signs of wear, damage or
leakage. In addition, the presence of all required equipment including
emergency equipment should be established.
              (b) an inspection of the aircraft continuing airworthiness record system or the operators technical log as applicable to ensure that the intended flight is not adversely affected by any outstanding deferred defects and that no required maintenance action shown in the maintenance statement is overdue or will become due during the flight.
             (c) a control that consumable fluids, gases etc. uplifted prior to flight are of the correct specification, free from contamination, and correctly recorded.
            (d) a control that all doors are securely fastened.
            (e) a control that control surface and landing gear locks, pitot/static covers, restraint devices and engine/aperture blanks have been removed.
             (f) a control that all the aircraft’s external surfaces and engines are free from ice,
snow, sand, dust etc. and an assessment to confirm that , as the result of meteorological conditions and de-icing/anti-icing fluids have been previously applied on it, there are no fluid residues that could endanger air safety.
Alternatively to this pre-flight assessment, when the type of aircraft and nature of operations allow for it, the build up of residues may be controlled through schedule maintenance inspections / cleanings identified in the approved maintenance programme.
    2. Tasks such as oil and hydraulic fluid uplift and tyre inflation may be considered as part of the pre-flight inspection. The related pre-flight inspection instructions should address the procedures to determine where the necessary uplift or inflation results from an abnormal consumption and possibly requires additional maintenance action by the approved maintenance organisation or certifying staff as appropriate.
    3. In the case of commercial air transport, an operator should publish guidance to
maintenance and flight personnel and any other personnel performing pre-flight inspection tasks, as appropriate, defining responsibilities for these actions and, where tasks are contracted to other organisations, how their accomplishment is subject to the quality system of M.A.712. It should be demonstrated to DGCA that pre-flight inspection personnel have received appropriate training for the relevant pre-flight inspection tasks. The training standard for personnel performing the preflight inspection should be described in the operator’s continuing airworthiness management exposition.
S P SINGH

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