Blog posts tagged in Maintenance

Sofema online (SOL) www.sofemaonline.com considers changes which are taking place within the EASA Part 145 Environment.

Introduction

Regulation 2021/1963 amends Continuing Airworthiness Regulation (EU) No 1321/2014 as regards safety management systems in maintenance organisations and correcting that Regulation.

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Sofema Online (SOL) www.sofemaonline.com considers the changes made to Part 145.A.55 following the introduction of Regulation 2021/1963 which amends Continuing Airworthiness Regulation (EU) No 1321/2014.

Introduction - Maintenance records

The organisation shall record the details of the maintenance work that is carried out within the scope of its approval.

» As a minimum, the organisation shall retain all the records that are necessary to prove that all the requirements have been met for the issue of the certificate of release to service, including, if any, subcontractor's release documents.

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Sofema Online (SOL) www.sofemaonline.com considers the changes which are introduced to the structure and format of the MOE to ensure compliance with Regulation 2021/1963

Note: All Transitional Activities must be complete by 2 December 2024.

» If not fully in compliance by 2 December 2024 then the approval certificate shall be revoked, limited, or suspended in whole or in part.

Introduction - EASA Part 145.A.70 concerns The Structure & Format of the MOE – The following points shall be complied with:

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SofemaOnline (SOL) www.sofemaonline.com considers best practices related to the management of Recurrent Defects within the Maintenance Control Centre

Introduction - How To Ensure That Outcomes Of Repeated Defect Analysis Provide Meaningful Results

Maximization of fleet availability depends in part on having the ability to identify potential repeating defects on either individual or fleet aircraft and to expedite the necessary maintenance action.

» Being able to identify such repeating defects is dependent on a number of  variables

o   Has the defect been correctly recorded into the reliability system?

o   Can we rely on Engineering to ensure that outcomes of repeated defect analysis provide meaningful results?

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Sofema Online (SOL) www.sofemaonline.com Considers the Importance of Electrical Wiring Interconnect System (EWIS Practical Training to support the Competence Development of Aircraft Inspectors.

Introduction

Following investigations in the aftermath of Flight TWA800 and Swissair 111, a detailed investigation was performed by the Ageing Transport System Rulemaking Advisory Committee ATSRAC into the effectiveness of the Inspection Process carried out during maintenance activities.

After some years of Investigation, it was understood that there were a number of shortcomings observed which has translated into the need for specific training to manage electrical wiring inspection standards.

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Sofema Online (SOL) www.sofemaonline.com looks at best practice to ensure optimum Aircraft Zonal Inspection within your Organisation.

Consider the following reasons, which have been understood to impact the Inspection process and to also provide an insight as to why Inspection Does NOT “Always” Identify the Problem:

- Visual Inspection is typically 80% of all inspection activities
- Visual Inspection forms a vital part of the many available Non Destructive Inspection (NDI) techniques
- Visual inspection is of the greatest importance to aviation reliability, for airframes, power plants and systems.
- Performed correctly it can detect a variety of defects, from cracks and corrosion to loose fasteners, ill-fitting doors, wear or stretching in control cables as well as damaged components.

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Posted by on in Regulatory

Sofema Online (SOL) Considers the roles & responsibilities of an EASA Compliant Continuous Airworthiness Manager (CAM)

The Continuing Airworthiness Manager is either an employee of the operator (nothing to do with an EASA 145 approved organization) or heads up a standalone Continuous Airworthiness Management Organisation (CAMO), the CAMO has a specific responsibility to ensure the Continuing Airworthiness of the applicable aircraft are maintained.

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Sofema Online www.sofemaonline.com takes a look at the process by which an organisation can engage with activities related to enabling Performance Coaching.

What is a Performance Coach?

First, to consider the role of Leaders & Managers, Leaders typically share their visions and drive the business process to reach the goal whilst Managers strive to deliver results by exerting controls within an organisational business structure and within an agreed budget.

The role of a “Performance Coach” is to engage with the client and encourage the client to reach a conclusion without the coach providing your interpretation of events or giving directions. The whole point of coaching is for the client to reach their own conclusions and understandings and to determine their own actions.

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Discussion by Steve Bentley CEO of Sofema Group www.sassofia.com

Forthcoming Training Notification - Managing Aircraft Lease Agreements and Maintenance Reserves - 3 Days - Bangkok, Thailand 9 am to 5 pm from November 25th to November 27th, 2019. Please see the following link for details: https://sassofia.com/course/managing-aircraft-lease-agreements-and-maintenance-reserves-3-days-bangkok-thailand/

Introduction

An aircraft’s Maintenance Planning Data (MPD) document provides planning information necessary for each operator to develop a customized scheduled maintenance program. However, the choice of an operator’s maintenance program is predicated on many variables, key among them is cost, technical knowledge & skill, and operational profile.

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Sofema Aviation Services considers the generic requirements associated with the Storage and Return to Service of Aircraft during or prior to leasing. 

Forthcoming Training Notification - Managing Aircraft Lease Agreements and Maintenance Reserves - 3 Days - Bangkok, Thailand 9 am to 5 pm from November 25th to November 27th, 2019. Please see the following link for details: https://sassofia.com/course/managing-aircraft-lease-agreements-and-maintenance-reserves-3-days-bangkok-thailand/

Introduction

Please treat as a Generic Guide only as in each case it is necessary to consult with the Type Certificate Holders (TCH) Approved Maintenance Data.

Environment

Always consider that High Humidity, as well as Cold & Wet environments, can have quite negative effects on stored airframes, so factor this into your considerations and ensure correct steps are taken.

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Considering the Role & Purpose of the Configuration Maintenance and Procedures Document (CMP)

Introduction by www.Sofemaonline.com

About the CMP

The CMP document is approved by the Primary Certifying Authority and contains the particular airplane configuration minimum requirements, including any special inspection, hardware life limits, master minimum equipment list (MMEL) constraints and maintenance practices found necessary related to the performance of ETOPS – Extended Diversion Time Operation (EDTO) Flights.

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SofemaOnline (www.sofemaonline.com) takes a look at what we understand when we talk about Murphy’s law!

Who & What is Murphy’s Law?

Murphy's Law ("If anything can go wrong, it will") was born out of an event at Edwards Air Force Base USA in 1949.

It was named after Capt. Edward A. Murphy, an engineer working on Air Force Project MX981, An exercise to see how much sudden deceleration a person can stand in a crash.

One day, after finding that a transducer was wired wrong, he cursed the technician responsible and said, "If there is any way to do it wrong, he'll find it.". The contractor's project manager kept a list of "laws" and added this one, which he called Murphy's Law.

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SofemaOnline www.sofemaonline.com looks at the Roles & Responsibilities of an Aircraft Production Support Specialist

Maintenance of aircraft fleets typically poses significant challenges with multiple, and in some ways conflicting objectives relating to the delivery of effective maintenance with the minimisation of operational costs, whilst maintaining the desired level of Safety & Service.

Production planning could be described as the ability to utilize available resources to achieve the maximum output within the available maintenance slot period.

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Posted by on in Regulatory

Maintenance Planning Document (MPD) Considerations 

The Maintenance Planning Document (MPD) is a generic document issued by the Type Certificate Holder (TCH). The contents of the MPD are coordinated by the Industry Steering Committee (ISC) and Maintenance Review Board (MRB) using the (Maintenance Steering Group 3 Logic) MSG 3 process of analysis and task determination).

The MPD contains hundreds of tasks it is not a customised document and contains all necessary task Information to support all variations of both Modification Status and Aircraft Configuration.

The MPD may list a task as “pre mod” or “post mod” (Depends on Aircraft Configuration).

The MPD Also contains (either as a separate section or integrated within the document) Airworthiness Limitation Items (ALI’s).

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Introduction 

Agreement was reached in relation to the extension of 145 certification approval between the European Community (European Aviation Safety Agency - EASA) and the USA (Federal Aviation Administration - FAA) and between EASA and Canada (Transport Canada Civil Aviation - TCAA).

Details of the agreements are issued in the form of two separate guidance materials known as Maintenance Annex Guidance and hereinafter referred to as the MAG. 

Maintenance Annex Guidance 

Is sub-divided into three Sections; 

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Objective

That only Maintenance Staff Qualified and Trained to certify CAT II & CAT III systems may return to serviceability following defect rectification.

All Company and Contracted technical personnel working on company aircraft must complete pre-authorisation training. “CAT II/III A” Awareness Course “Read and Sign Training” before working on, or managing, Company aircraft.

NOTE - This does not constitute Release authority for Auto-Land operations.

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Introduction

With modern aircraft the basic aircraft provides CAT II/CAT III as inherent functions of the basic design standard of the aircraft.

Therefore, typical related “Autoland” tasks are covered by the respective AMM Task driven from the maintenance program.

Typically, it is not necessary for the introduction of additional or special recommendations for scheduled maintenance tasks.

Never the less, operators are expected to demonstrate compliance with supplemental national requirements whenever applicable.

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Introduction

It is considered that errors and violations together form the unreliable part of our human performance. Moreover, that 70-90 percent of current aviation incidents & accidents are due to in some part to “human factors”.

Errors and violations contribute to accidents both directly and by making the consequences of other problems more serious. An accident typically involves several contributing factors, some usually being quite visible and others possibly latent in nature.

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Steve Bentley MD of SAS (www.sassofia.com) discusses the various areas where the Maintenance Planning Process was able to become a precursor contributing to potential maintenance.

EASA commissioned a “Study on the need of a common worksheet/work card system” to evaluate the impact of maintenance documentation on the Human Factor concern.

(Specifications N°: EASA/2006/OP/25 On demand of the European Aviation Safety Agency (EASA), BUREAU VERITAS conducted a “Study on the need of a common worksheet/work card system” from January to November 2007. The present document presents the results of this study.)

The study aimed at providing further insights on the use of documentation, the common practices in place between operators and maintenance organisations and to assess whether current rules and practices may still contribute to incidents/accidents.

Among other results, the study produced a list of incidents/accidents related to the use of maintenance documentation.

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Introduction

Whilst currently (October 2018) EASA does not mandate the obligation to ensure CAMO & Maintenance Planning Staff receive HF training, the reality is that the potential for Human Factor Error knows no bounds and it is just as likely that a Human Factor (HF) error could originate from an exposure within the Maintenance Planning Environment as anywhere else within the “Aviation System”.

Currently, some 80% of aircraft accidents are attributable to human error however, this is a situation where it is possible to manage and or address by managing the exposure.

Human Error is recognised as rectifiable through the process of raising awareness, implementation of effective process and procedure and effective communication within the workplace.

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