Considering EASA Aircraft Maintenance Program (AMP) Bridging Checks
Bridging Checks Introduction
Why would we want to carry out a Bridging Check?
Typically because we have recently acquired a “new to our organisation” aircraft and it is on a different maintenance schedule.
A bridging check is normally required to address tasks which have either not been done by the previous operator (maybe they are not applicable for a particular operator) or alternatively the tasks may have been done at different intervals when directly compared with your existing Maintenance Programme or Schedule.
A ‘bridging check’ is not in itself a maintenance package; rather it is the result of a detailed analysis of the pre and post transfer tasks to identify any differences which need to be addressed during the transfer bridging check.
To allow an aircraft to change operators in a timely manner it may be possible to have an aircraft recorded against two maintenance programmes for a limited time. This is allowable, provided the circumstances and controls associated with the duplication and a suitable end date is clearly annotated and agreed by all parties including the CA
The configuration of the aircraft needs to be understood, as does the status of the maintenance program, remember the maintenance program could be markedly different from the program which the remainder of your fleet is certified for.
Many items need to be reviewed effectively and a good starting point is to perform a dummy airworthiness review to ensure that the continuing airworthiness records are fully compliant, paying attention to the certification status of repairs and repeat requirements.
Maintenance Programs Basics
The operator must use ICA information provided by the Design Approval holder (MPD) to prepare a maintenance program suitable for its operation and based on its service experience; as each operator has a different operating environment, maintenance programs for the same aircraft type differ between operators. The operator will then usually amend it over time.
As a result, a different maintenance program may apply when transferring an aircraft. Normally, a bridging program is established to align the maintenance program with that of the new operator.
Migrating Aircraft Between Maintenance Programmes
When transferring an aircraft between maintenance programmes, the transfer should be carried out in a controlled manner which is also approved by the Competent Authority
Typically there may be some maintenance activity at the time of transfer; the amount will clearly be influenced by the current maintenance status of the subject aircraft and to the extent the Maintenance Programme has been developed.
The transfer maintenance proposal to the Competent Authority (CA) should detail the immediate maintenance requirement, together with details regarding the task duration and any additional unique requirements.
Primary consideration should be given to the pre and post reliability programmes and any significant changes in operation.
Records of any CPCP or SSID programme should form part of the transfer analysis.
Issues which should be investigated and understood include (but not limited to) the following.
MRB/MPD revision status, ensure that the Maintenance Program is in accordance with the current Maintenance Planning Document.
The utilization of the aircraft and its current hours’ cycles and landings in comparison with the rest of the fleet.
The current status of Life Limited Parts (be aware that some parts which are LLP for you may be OC) this could result in mandatory and expensive component changes.
Prior to Performing Aircraft Bridging Maintenance the condition of the engines should be evaluated, a Borescope inspection is a must when considering taking responsibility for a second hand aircraft.
Airworthiness Directive AD Status including any component AD’s which may be applicable
The status of the incorporated Service bulletins, SB’s any applicable Supplemental Type Certificates STC’s and modifications which may be incorporated.
To consider if the aircraft is subject to any applicable requirements which are only applicable within the jurisdiction of the operator.
Aging Airplane Program Status, is the aircraft fully compliant with any standalone Corrosion Prevention, Corrosion Protection tasks CPCP and Structural Significant Items SSI.
Additional Considerations
Are there any additionally operationally relevant items which need to be considered and addressed.
Is the aircraft on an MSG-3 program? Some earlier aircraft may be on MSG-2 and as a result the maintenance program may be significantly different
ETOPS – If you lease an Aircraft in an ETOPS configuration, it may have to be returned in this configuration, even if you are not an ETOPS operator.
Once the entirety of the task is understood a bridging check work package may be produced taking into consideration the various options to perform the required Bridging program.
Remember that the Aircraft Bridging Maintenance obligation sits with the new owner or operator who has the obligation to ensure that the new maintenance program is fully compliant with all necessary requirements
