Module 7 (Maintenance Practices) Sub Module 7.20 (Maintenance Procedures) PDF

PIA TRAINING CENTRE (PTC)
Module 7 - MAINTENANCE PRACTICES
Category A/B1
Sub Module 7.20 - Maintenance Procedures
MODULE 7
Sub Module 7.20
MAINTENANCE PROCEDURES
ISO 9001:2008 Certified

PTC/CM/B1.1 Basic/M7/04
7.20
For Training Purpose Only

Rev. 00
Mar 2014

Category A/B1

Contents
MAINTENANCE PROCEDURES --------------------------------------------------- 1
MAINTENANCE PLANNING ------------------------------------------------------- 1
MODIFICATION PROCEDURES --------------------------------------------------- 1
STORES PROCEDURES ------------------------------------------------------------- 2
CERTIFICATION PROCEDURES --------------------------------------------------- 3
INTERFACE WITH AIRCRAFT OPERATION ------------------------------------- 3
ADDITIONAL MAINTENANCE PROCEDURES---------------------------------- 5
CONTROL OF LIFE LIMITED COMPONENTS ----------------------------------- 5

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An aircraft has to receive regular maintenance, of varying
depths to remain fully airworthy at all times. This is achieved in
most circumstances by making various checks, at intervals,
throughout the life of the aircraft. These intervals can be stated
in quantities of flying hours, calendar time or combinations of
the two systems.

The maintenance program contains a list of the most significant

items and recommendations as to the maintenance actions,
recommended frequencies and sampling/inspection points. It
will also contain a program that monitors engine critical parts
and the inspections to be done on those parts.
All aircraft have a list of critical parts, with which it cannot fly
without them being serviceable, or which can be dispensed
with, providing other parts can cover for the missing part.
MAINTENANCE PLANNING
MODIFICATION PROCEDURES
The periods of maintenance can be small or large. The aircraft
can be in for a short period of maintenance over-night (or
perhaps no longer than two days), whilst, on a large
maintenance period, the aircraft might be in the hangar for a
week or two, depending on the type of aircraft.
It is normal to apply what is known as a back-stop to each
period for safety. For example, if the frequency of each
maintenance action is every 100 flying hours, then there will
probably be a calendar back-stop of one month. This means
that if the aircraft is only flown for 25 hours during one month,
then it will have its maintenance done on the last day of that
month, regardless if its low hours.
Equally, if the aircraft is intensively flown day-and-night, it might
reach its 100 hours after 19 days. It will then receive its
maintenance at that time, as a result of its intensive flying. The
decision as to the frequency and depth of this maintenance is
controlled by the Type Design Organization, the organization
which designed the aircraft.

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Modifications are changes made to a particular aircraft,

including all its components, engines, propellers, radio
apparatus, accessories, instruments, equipment and their
respective installations.
With the exception of modifications which the NAA agree to be
of such a minor nature that airworthiness is unaffected, all
modifications must be approved in accordance with the relevant
parts of EASA regulations. The modifications are approved by
the NAA or by the Approved Organization carrying out the
modification program.
Modifications must be such that the design of the aircraft, when
modified, complies at least with the requirements which applied
when the aircraft was originally certified.

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When a modification is being designed, a decision has to be

made as to whether the modification is to be classified as
Minor or Major. The installing of a new type of engine would
most definitely be a major modification, whilst changing the type
of clips holding cables together would be a minor one. It is
somewhere in the middle when the decision as to the grading of
a modification has to be decided by the NAA.
Major modifications
The organization request approval from NAA and, when
approved, an approval note is returned to the organization. This
allows the modification to be embodied.
Minor modifications
The organization writes to the NAA, requesting permission to
embody the modification and, when approved, the NAA sends a
form, back, to permit embodiment.
If the organization has NAA approval, it is permitted to approve
its own modifications. All the organization has to do is to keep
full records of the design and embodiment of the modification.
All modifications are recorded in the aircraft documentation,
either inside the Airframe Log Book, if the aircraft weighs less
than 2730 kg or in a separate Modification Record Book if the
aircraft weighs more than 2730 kg.

STORES PROCEDURES
All aircraft and component manufacturing and maintenance
establishments will have a stores department, whose object is
twofold. Its purpose, firstly, is to ensure that all materials, parts,
components etc. used on aircraft are to the correct specification.
The second purpose of the stores is to enable the history of any
important part to be traced back to its original manufacture and
its raw materials.
All stores transactions use the same forms throughout the
EASA system as well as the USA and Canada. This system
ensures that a store in one part of this country will receive a
component from within the UK, all EASA countries or North
America on the same form. This is known throughout the EASA
system as the EASA Form 1.
Stores that operate within an organization that is approved by
the NAA to operate, with little control or supervision from the
NAA, is known as an Approved Stores.
An Approved Store will contain three main departments:
1. A quarantine store, which accepts items from other
companies and checks that they are satisfactory.
2. A bonded store which takes items from the quarantine
store, after approval, and, when requested, issues those
components to the servicing technicians.
3. An office or administration centre, which keeps adequate
files and records, to enable cross-checking of any
transaction through the store system.

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CERTIFICATION PROCEDURES
INTERFACE WITH AIRCRAFT OPERATION
Any maintenance done on an aircraft that has a Certificate of

Airworthiness (C of A) has to be certified by the technician(s)
doing the work. Depending on the company they work for, the
technicians can have either personal certification or approval by
their own company. The legal requirement is quoted as: An
aircraft shall not fly unless there is in force a Certificate of
Release to Service issued in respect of any overhauls,
modifications, repairs or maintenance to the aircraft or its
equipment.
There are many links between aircraft maintenance and the

flying done by both commercial and private operations. These
links, or interfaces, include the legislation that dictates how the
two operations are to work together.
Normally the work is either certified by an approved engineer or,

completed by a non-approved engineer and certified by another,
approved engineer. This certification is known as a Certificate of
Release to Service.
The wording on the document for signature is to a standard
format and certifies that the work has been done in accordance
with EASA 145 and that the aircraft is fit for release back to
service.
The certification should also contain particulars of the work
done or the inspection completed and the organization and
place at which the work was done. It is also required that the
aircraft type and registration or component type, part and serial
number shall be recorded as applicable. There are a number of
minor maintenance operations that do not require certification/
release to service. This can include minor maintenance, done
by the pilot, on a small private aircraft.

7.20 - 3
For the larger commercial companies, all the legislation is

currently laid down under JAR-OPS, produced by the JAA JAROPS controls many facets of commercial flying. This can
include how the company maintains its aircraft, (or how it subcontracts the work elsewhere); how the documentation and
publications record all the information needed for both the
engineers and the flight crew and how the quality of the whole
operation is kept to an acceptable standard. The communication
of information between maintenance and flying personnel is
normally via a number of different publications such as:
I.
II.
III.
The Technical Log Book (Tech. Log)

The Log Books (Aircraft, Engine and Propeller)
The Modification Records.
The Tech. Log contains all details of the sector by sector flight
operations, such as flight times, defects, fuel (on arrival and
uplifted), other ground maintenance and replenishments.
The Log Books are usually kept within the records department,
but they are a long term record of not only the total flying hours,
but of the life remaining on engines and propellers and the
maintenance checks done on the aircraft.

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The Modification Records allow all to see what changes,

(modifications), have been embodied to the aircraft. These
changes might require different flight operations or maintenance
actions than prior to their embodiment.
MAINTENANCE
INSPECTION/
QUALITY ASSURANCE
QUALITY
CONTROL/
All maintenance done on the aircraft, from the Pre-Departure

Inspection (made before every flight); to the heavy Check D
inspection (done every four to six years), is controlled from the
Maintenance Schedule. This publication is produced by the
aircraft manufacturer, and dictates the depth and frequency of
work at which each inspection is completed.
On light aircraft, the maintenance is normally done in
accordance with a Schedule produced by the CAA, called the
Light Aircraft Maintenance Schedule, (LAMS).
This is a simple schedule, common to all private aircraft below
2730kg, which divides the maintenance into 50 and 150 flying
hour, annual and tri-annual inspections.
If a company has CAA approval under JAR-145, it is permitted

to control all of the maintenance it does as well as, in some
instances (with the additional approval under JAR-147), the in
house training of its own engineers.
An approved company has to introduce a Quality Assurance
Department, to the strict rules laid down in JAR-145. This
department controls the standards of the company from the
lowliest worker on the hangar floor to the Accountable Manager,
usually the managing director. It is responsible for all of the
engineers and their approvals. It also examines engineers and
trainees, prior to their examination by the CAA.
The Quality department also makes audits throughout the
company, at intervals, to ensure all the procedures, laid down in
the company manuals, are being followed.
When certain operations are being done on an aircraft, whereby
there might be catastrophic consequences to the aircraft if the
work was not done correctly, then a duplicate inspection is
required. This involves two engineers; one of whom completes
the work while the second (who has had nothing to do with the
task), checks the work and signs that it has been completed
correctly.
The personnel who do any of the inspections have to be either

licensed by the CAA or approved by their own company, (if the
company is itself approved by the CAA). The types of aircraft
being serviced, and their use, will control which type of
qualification they require.

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ADDITIONAL MAINTENANCE PROCEDURES

Apart from the regular maintenance checks, listed in the
Maintenance Manual, there are a number of additional
maintenance procedures that are done at irregular intervals.
The control of the replacement of components, on completion of

their lives, rests with the Technical Control/Records department,
which monitors all of the aircraft documents.
These could include washing the aircraft, de-icing it in the

winter, weighing it after certain operations and painting it when
its condition warrants it. The information and the correct
procedures will probably be found in the maintenance manuals.
(Under Washing, De-icing, Weighing and Painting).
When an item is due for replacement, the work is often

synchronised with a scheduled maintenance check, so that the
aircraft is out of service for the minimum amount of time. It is
normal, however, for small items such as batteries, to be
changed on the flight line, often at the end of the days flying,
with the battery replacement being done at the same time as
the daily inspection.
Other work done, in addition to the normal regular maintenance,

might include an on-going sampling program or condition
monitoring, which is done during the normal day-to-day
operation of the aircraft. These tasks would probably be
organized at the request of the local CAA office, to comply with
an airworthiness request from the manufacturer.
CONTROL OF LIFE LIMITED COMPONENTS
On almost any aircraft, there will be a number of components
that have a stated life, usually quoted in flying hours, cycles,
calendar time or operating hours.
The correct terminology for life is Mandatory Life Limitation.
The components will have been given a life for various reasons.
For example, a fatigue life on a structural component in flying
hours; the landing gear legs due for retirement after 10,000
landings, the batteries due for replacement after 3 or 4 months
and a retirement life on an APU measured in hours running
time.
7.20 - 5
The notification of the correct day for the replacement will be

annotated on a document called the Maintenance Statement,
which gives all items due for replacement, in between
scheduled maintenance checks.
In the front of the Maintenance Manual is a chapter, variously
entitled Retirement Lives; Long Life Items or Fatigue Lives.
This chapter lists the retirement lives of many components and
parts with long lives, which can include such items as engine
hot-end components, landing gear legs and major structural
items that have retirement lives in the thousands of flying
hours/cycles.
This list will be monitored by the Technical Records department,
and the aircraft documents will be annotated and the work cards
etc., raised when the task is required to be done.

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INSPECTION FUNDAMENTALS
GENERAL
Inspections are visual examinations and manual checks to
determine the condition of an aircraft or component. An aircraft
inspection can range from a casual walk around to a detailed
inspection involving complete disassembly and the use of
complex inspection aids.
An inspection system consists of several processes, including:
(1) Reports made by mechanics or by the pilot or crew flying an
aircraft and (2) regularly scheduled inspections of an aircraft. An
inspection system is designed to maintain an aircraft in the best
possible condition. Thorough and repeated inspections must be
considered the backbone of a good maintenance program.
Irregular and haphazard inspection will invariably result in
gradual and certain deterioration of an aircraft. The time which
must eventually be spent in repairing an aircraft thus abused
often totals far more than any time saved in hurrying through
routine inspections and maintenance.
It has been proven that regularly scheduled inspections and
preventive maintenance assure airworthiness. Operating
failures and malfunctions of equipment are appreciably reduced
if excessive wear or minor defects are detected and the proper
use of records concerning these inspections cannot be
overemphasized.

7.20 - 6

Airframe and engine inspections may range from preflight

inspections to detailed inspections. The time intervals for the
inspection periods vary with the models of aircraft involved and
the types of operations being conducted. The airframe and
engine manufacturer's instructions should be consulted when
establishing inspection intervals.
Aircraft may be inspected using flight hours as a basis for
scheduling, or on a calendar inspection system. Under the
calendar inspection system, the appropriate inspection is
performed on the expiration of a specified number of calendar
weeks. The calendar inspection system is an efficient system
from a maintenance management standpoint. Scheduled
replacement of components with stated hourly operating
limitations is normally accomplished during the calendar
inspection falling nearest the hourly limitation.
In some instances, a flight-hour limitation is established to limit
the number of hours that may be flown during the calendar
interval.
Aircraft operating under the flight-hour system are inspected
when a specified number of flight hours are accumulated.
Components with stated hourly operating limitations are
normally replaced during the inspection that falls nearest the
hourly limitation.

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REQUIRED INSPECTIONS
CHECKLIST
Federal Aviation Regulations (FAR) provide for the inspection of

all civil aircraft at specific intervals, depending generally upon
the type of operations in which they are engaged, for the
purpose of determining their overall condition. Some aircraft
must be inspected at least once each 12 calendar months, while
inspection is required for others after each 100 hours of flight. In
other instances, an aircraft may be inspected in accordance
with an inspection system set up to provide for total inspection
of the aircraft over a calendar or flight-time period.
Always use a checklist when performing the inspection. The

checklist may be of your own design, one provided by the
manufacturer of the equipment being inspected, or one obtained
from some other source. The checklist should include the
following:
In order to determine the specific inspection requirements and

rules for the performance of inspections, reference should be
made to the Federal Aviation Regulations which prescribe the
requirements for the inspection and maintenance of aircraft in
various types of operations.
INSPECTION TECHNIQUES
Before starting an inspection, be certain all plates, access
doors, fairings, and cowling have been opened or removed and
the structure cleaned. When opening inspection plates and
cowling, and before cleaning the area take note of any oil or
other evidence of fluid leakage.
1. Fuselage and hull group

a. Fabric and skinfor deterioration, distortion, other
evidence of failure, and defective or insecure attachment
of fittings.
b. Systems and componentsfor proper installation,
apparent defects, and satisfactory operation.
c. Envelope gas bags, ballast tanks, and related partsfor
condition.
2. Cabin and cockpit group
a. Generallyfor cleanness and loose equipment that
should be secured.
b. Seats and safety beltsfor condition and security.
c. Windows and
breakage.
windshieldsfor
deterioration
and
d. Instrumentfor condition, mounting, marking, and (where

practicable) for proper operation.
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e. Flight and engine controlsfor proper installation and

operation.
h. Exhaust stacksfor
attachment.
f.
i.
Accessoriesfor
mounting.
j.
All systemsfor proper installation, general condition

defects, and secure attachment.
Batteriesfor proper installation, and charge.
g. All systemsfor proper installation, general condition,

apparent defects, and security of attachment.
cracks,
apparent
defects,
defects
in
and
proper
security
of
3. Engine and nacelle group

k. Cowlingfor cracks and defects.
a. Engine sectionfor visual evidence of excessive oil, fuel,
or hydraulic leaks, and sources of such leaks.
b. Studs and nutsfor proper torquing and obvious defects.
c. Internal enginefor
particles or foreign
plugs. If cylinder
improper internal
tolerances.
cylinder compression and for metal

matter on screens and sump drain
compression is weak, check for
condition and improper internal
l.
Ground run-up and functional check check all power

plant controls and systems for correct response, all
instruments for proper operation and indication.
4. Landing gear group

a. All unitsfor condition and security of attachment.
b. Shock absorbing devicesfor proper oleo fluid level.
d. Engines mountfor cracks, looseness of mounting, and

looseness of engine to mount.
e. Flexible vibration
deterioration.
f.
dampenersfor
condition
and
Engine controlsfor defects proper travel, and proper

safetying.
g. Lines, hoses, and clampsfor leaks, condition, and

looseness.
7.20 - 8
c. Linkage, trusses, and membersfor undue or excessive

wear, fatigue, and distortion.
d. Retracting and locking mechanism for proper operation.
e. Hydraulic linesfor leakage.
e. Electrical systemfor chafing and proper operation of
switches.

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g. Wheelsfor cracks defects, and condition of bearings.

h. Tiresfor wear and cuts.
i.
Brakesfor proper adjustment.
j.
Floats and skisfor security of attachment and obvious

defects.
5. Wing and center section

a. All componentsfor condition and security.
6. Empennage group
a. Fixed surfacesfor damage or obvious defects, loose
fasteners, and security of attachment.
b. Movable control surfacesfor damage or obvious
defects, loose fasteners, loose fabric, or skin distortion.
c. Fabric or skinfor abrasion, tears, cuts or defects,
distortion, and deterioration.
7. Propeller group
b. Fabric and skinfor deterioration, distortion, other

evidence of failure, and security of attachment.
a. Propeller assemblyfor cracks, nicks, bends, and oil

leakage.
d. Internal structure (spars, ribs compression members)

for cracks, bends, and security.
b. Boltsfor proper torquing, and safetying
e. Movable surfacesfor damage or obvious defects,

unsatisfactory fabric or skin attachment and proper
travel.
f.
Control mechanismfor freedom of movement,

alignment, and security.
g. Control cablesfor proper tension, fraying, wear and

proper routing through fairleads and pulleys.
c. Anti-icing devicesfor proper operations and obvious

defects.
d. Control mechanismsfor proper operation, secure
mounting, and travel.
8. Communication and navigation group
a. Radio and electronic equipmentfor proper installation
and secure mounting.
b. Wiring and conduitsfor proper routing, secure
mounting, and obvious defects.

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c. Bonding and shieldingfor proper installation and

condition.
d. Antennasfor condition, secure mounting and proper
operation.
9. Miscellaneous
a. Emergency and first-aid equipmentfor general condition
and proper stowage.
b. Parachutes, life rafts, flares, etc. inspect in accordance
with the manufacturer's recommendations.
c. Autopilot systemfor general condition, security of
attachment, and proper operation.
AIRCRAFT LOGS
"Aircraft logs" as used in this handbook is an inclusive term
which applies to the aircraft logbook and all supplemental
records concerned with the aircraft. The logs and records
provide a history of maintenance and operation, control of
maintenance schedules, and data for time replacements of
components or accessories.
The aircraft logbook is the record in which all data concerning
the aircraft is recorded. Information gathered in this log is used
to determine the aircraft condition, date of inspections, time on
airframe and engines. It reflects a history of all significant events
occurring to the aircraft, its components, and accessories, and
provides a place for indicating compliance with FAA
Airworthiness Directives or manufacturers' service bulletins.
PUBLICATIONS
Aeronautical publications are the sources of information for
guiding aviation mechanics in the operation and maintenance of
aircraft and related equipment. The proper use of these
publications will greatly aid in the efficient operation and
maintenance of all aircraft. These include manufacturers'
service bulletins, manuals, and catalogs, as well as FAA
regulations, airworthiness directives, advisory circulars, and
aircrafts, engine and propeller specifications.

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Bulletins
particles inspection; and (11) a list of special tools.
Service bulletins are one of several types of publications issued

by airframe, engine, and component manufacturers.
Overhaul Manual
The bulletins may include: (1) The purpose for issuing the
publication; (2) the name of the applicable airframe, engine, or
component; (3) detailed instructions for service, adjustment,
modification or inspection, and source of parts, if required; and
(4) the estimated number of man hours required to accomplish
the job.
The manufacturer's overhaul manual contains brief descriptive

information and detailed step-by-step instructions covering work
normally performed on a unit away from the aircraft. Simple
inexpensive items, such as switches and relays, on which
overhaul is uneconomical, are not covered in the overhaul
manual.
Maintenance Manual
The aircraft maintenance manual provided by the manufacturer
contains complete instructions for maintenance of all systems
and components installed in the aircraft. It contains information
for the mechanic who normally works on units, assemblies, and
systems, while they are installed in the aircraft, and not for the
overhaul mechanic. A typical aircraft maintenance manual
contains: (1) A description of the systems such as electrical,
hydraulic, fuel, control, etc.; (2) lubrication instructions setting
forth the frequency and the lubricants and fluids which are to be
used in the various systems; (3) pressures and electrical loads
applicable to the various systems; (4) tolerances and
adjustments necessary to proper functioning of the airplane; (5)
methods of leveling, raising, and towing; (6) methods of
balancing control surfaces; (7) identification of primary and
secondary structures; (8) frequency and extent of inspections
necessary to the proper operation of the airplane; (9) special
repair methods applicable to the airplane; (10) special
inspection techniques requiring X-ray, ultrasonic, or magnetic
7.20 - 11
Continued airworthiness would need an operator certification.

The men who work on the aircraft for the purpose of certification
have to qualify for a license or approval. And other certificate
known as certificate of approval is required by the authorities to
an organization which complies with the laid down requirements
for an approved organization.
A maintenance program is selected in conformity with the
requirements of various certificates for the purpose of
continuous airworthiness. The maintenance program is chalked
out on the concept of the periodic maintenance processes.
Maintenance: The actions required for restoring or maintaining
an item in serviceable condition.

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Maintenance Schedule
Base Maintenance
The aircraft for which a Certificate of Airworthiness is in force

shall be maintained in Airworthy condition. All the maintenance
on the aircraft shall be carried out in accordance with the
approved maintenance schedule.
It involves routine maintenance tasks with higher intervals. Base

Maintenance requires proper facilities and place to carry out
heavy maintenance tasks.
MAINTENANCE CHECKS
Preventive Maintenance or Scheduled Maintenance or

Routine Maintenance.
The maintenance performed at definite intervals to retain an
item in a serviceable condition by systematic inspection,
detection, replacement of worn items. Adjustments, calibration,
cleaning etc. it involved simple or minor preventive operations
and replacements of those parts which do not involve complex
assembly or operation for example removal installation of tires,
brake assemblies, replenishing hydraulic fluids.
1. Service Checks
These checks are performed after each flight, at the

end of a day of flight operations, and/or before first
flight of the day.
These checks are usually referred to as transit check,

turn around check, lay over check, pre-flight check or
simply as service check.
These checks involve minor checks, defect

rectification. (Pireps/Maint.)
Line Maintenance
It is the maintenance consisting of routine tasks with low
intervals like servicing, cleaning, refueling and some
inspections. The non routine line maintenance ranges from the
removal / installation of Black boxes to removal/installation of
engine. Line maintenance is "departure oriented" and any time
consuming items are deferred to next base visit.

7.20 - 12
2. 'A', 'B', 'C', Checks
These checks are performed at their scheduled interval,

usually after 100 to 3000 flying hours. These checks
demand longer grounding time depending on the type of
aircraft and the type of operations involved.
They have lesser frequency as compared to service

checks.

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These checks are cumulative, that is, all the lower

checks are concurrently performed with these major
checks.
3. D Check or Heavy Maintenance
This is the longest interval check and is performed after

three to five years of operation. Checks with lesser
frequency require more grounding time.
This check involves internal structural inspections, cabin

refurbishment, paint renewal etc.
This check is cumulative, that is, all the lower checks are
concurrently performed with this major check. Aircraft is
completely overhauled.

7.20 - 13
PRIMARY MAINTENANCE PROCESSES

1. On Condition
This is also a preventive process but one in which the items
inspected or tested at the periods in order to determining
whether it can continue in service. The fundamental purpose of
the 'on condition maintenance process' is to remove an item
before its failure in service. On condition process does not
mean the 'fit it and forget it' philosophy.
On condition maintenance is restricted to those units or systems
or portions of the structure on which a determination of
condition can be made by repetitive inspections or tests. This
necessarily mean a careful scrutiny and examination of items
through visual or non destructive aids to ensure that the
condition is satisfactory at the time of inspection and shall
remain satisfactory till next inspection is due. It is important that
these inspections are repeated at the regular intervals. The
length of the interval is fairly short at the beginning and then
gradually increasing as service experience is becoming
available. When on condition items exceed the limit and not
considered satisfactory they are removed and sent to shop for
overhaul.

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2. Condition Monitoring
4. Hard Time
The condition monitoring is not a preventive maintenance

process. It does not have a hard time non or condition
elements. It is the one which information on item condition
gained from operational experience is collected, analyze and
interpreted on a continuing basis as a means of implementing
corrective procedures thereby resulting in modifications and
maintenance program changes. In other words it is a statically
controlled process. The condition monitoring is the only
maintenance process in which failure or malfunction is allowed
to occur, but only nominated failure. The condition monitoring is
applicable only to items whose functions do not require a
preventive maintenance to ensure operating safety. On
condition items are subjected to periodic inspection to
determining the extent of the deterioration in performance and
are removed when they cross that point and sent to shop for
overhaul.
This is a preventive process in which the known deterioration of

an item is limited to an acceptable level by the maintenance
action carried out at time related periods. For example number
of landings, number of cycles, Calendar time. The maintenance
action normally done is servicing, overhaul or replacement in
accordance with methods prescribed in relevant manual, so that
the item concerned is either replaced or restored to such a
condition that it can be released for service for a further
specified period. The individual hard times are determined by
the manufacturer during testing processes or by the airline as a
result of its operation experience. The hard time intervals
usually apply to the total life of the parts or to the overhaul of the
items. Nowadays hard time items rarely make up more than 2%
or 3% of all scheduled maintenance tasks. Flap links and
landing gear parts are typical hard time replacement items. The
hard time maintenance is the oldest and best known primary
maintenance process and its requirement is drastically reduced
as the aircraft technology and design criteria have moved from
fabric covered bi-planes to wide-body jets.
Hard Time and On Condition items are airworthy and safe

items. Condition monitored items are those which do not relate
to safety. They are redundant being more than one.

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AIRCRAFT MAINTENANCE DOCUMENTS FOR CONTINUED

AIRWORTHINESS

c: All the defects recorded in the Technical Log have been

rectified or deferred in accordance with CAA approved
procedure;
Certificate of Release to Service

A certificate of Release to Service shall be issued after
accomplishment of inspections, repairs, replacements,
modifications overhaul & scheduled Maintenance Tasks on the
aircraft / equipment in accordance with the requirements of
Airworthiness Directorate, CAA (Pak) / Joint Aviation
Requirements (JAR 145) and Instructions of the Manufacturer.
According to the requirements this certificate will be signed by;
a: Appropriately Licensed Aircraft Maintenance Engineer,
b: Person(s) approved by the Airworthiness Directorate as
competent to issue such certificate;
d: All certificates Release to Service required have been

issued.
Certificate of Maintenance Review will be signed by the
following who have at least eight years of experience of
aircraft maintenance which includes at least two years
recent experience involving certification of Maintenance.
1. Appropriately Licensed Aircraft Maintenance Engineer
holding at least two categories in the appropriate sub
division (Other than category-X, DR Compass) of the
particular aircraft type.
2. Person(s) authroized by Airworthiness
competent to issue such certificate.
Directorate
c: Person(s) authorized by an organization approved by the

Airworthiness Directorate to ssue such certificate.
Certificate of Fitness for Flight
Certificate of Maintenance Review
This certificate ensures that;
a: All maintenance specified in the approved Maintenance
Schedule has been carried out.
This Certificate will be issued prior to TEST FLIGHT. This

Certificate will be signed by AMEs/Persons authorized by
Airworthiness Directorate to sign Certificate of Maintenance
Review. It will be valid for a period not exceeding seven days
from the issue date. The certificate will be issued in duplicate.
One Copy will be carried.
b: All modifications & inspections classified as mandatory by

Airworthiness Directorate have been earned out;

7.20 - 15

Rev. 00
Mar 2014
Category A/B1
APPROVED STORES
MODIFICATIONS
Quarantine Store
It is an alteration to an aircraft, its component units, introduced

subsequent to receipt and acceptance by the operator and
designed to increase safety, improved performance, meet
changes in operating requirements and / or assure positive and
substantial economic savings.
The quarantine store is the input side of an approved store.

All incoming parts and raw material is held until proved to
conform to specification. Component parts are given an
approved stores serial number by the quarantine stores
correlating it to hte relevant approved certificate. Whilst in the
quarantine store goods are batched to ensure continuity of
identity, raw materials are colour identified and temporary
protective treatments are repaired or applied as required. A
register of incoming goods is kept and when the inspection staff
are satisfied that all requirements have been met the goods are
passes to the bonded store.
Modification Embodiment:
Classification of Modification:
The modifications are classified by the evaluation Committee.
1. MANDATORY: It is time barred - it calls for embodiment
within the specified period.
Bonded Store
The bonded store is the outgoing side of an approved store
and as such must be kept separate from the quarantine store. It
should contain only aircraft spares and associated equipment
that have been proved to conform to specification. The batch
numbers of the spares are entered on a record card to maintain
Identity and where raw material is issued the identification is
retained until last.
2. ESSENTIAL: As soon as possible after modification

parts became available.
3. ON REPACEMENT BASIS: On replacement when
unmodified
stocks
are
utilized/exhausted.
All
replacement stocks are to be of modified type.
4. OPTIONAL: It may or may not be embodied. It is
optional.
5. DEFERRED: Deferred for a given period of time to
obtain further experience. To be re-evaluated.
6. INFORMATION: For record propose only.

7.20 - 16

Rev. 00
Mar 2014
Category A/B1
TEST FLIGHT
A test flight is required in the following cases;
1. Specific requirements (Refer to concerned MM)
a) Aircraft grounded for more than specific number of
days eg 60 days for B737-300.
b) More than 50 percent power changed. (three
engines out of 4 replaced)
c) Following a Check D.
d) Flight control surfaces replaced.
e) Wings and central section replaced.
2. Major repair subsequent to damage.
3. Performance evaluation.
4. Quality control requirements.
5. CAA requirements.
6. AME requires.

7.20 - 17
Note: Removal / installation of same component will also be

considered as replacement.
USEFUL INFORMATION
QUALITY
The quality of a product is the degree to which it meets the
requirement of the customer. With manufactured product quality
is a combination of quality of design and quality of manufacture.
QUALITY CONTROL
A management system for programming and coordinating the
quality maintenance and improvement efforts of the various
group in an Organization, so as to permit the completion of
aircraft maintenance in compliance with both CAA requirements
and any specific company or customer requirement affecting
airworthiness.
QUALITY ASSURANCE
Overall authority for the supervision of quality standard enabling
those standards set by the system of quality control to be
enforced. The implementation of the Quality Control
requirements should normally be assigned to a Quality Manager
who will be responsible for the operation of Quality Assurance
tasks utilizing as necessary, a staff of Quality Assurance
engineers, who shall be appropriately qualified and
experienced, and in sufficient numbers, to properly undertake
the work performed by the Quality Department.
Rev. 00
Mar 2014
Category A/B1
AIRCRAFT ON GROUND (AOG)
ENGINE OPERATING CYCLE
The highest priority designation to process a requirement for a

spare part(s) and/or maintenance action. Indicates that an
aircraft is unable to continue or be returned to revenue service
until the appropriate action is taken.
A completed engine thermal cycle including the application of

takeoff power.
SNAG
A completed supersonic flight sequence comprising

acceleration through Mach 1 and deceleration to subsonic flight.
NOTE: One aircraft operating cycle can include more than one
supersonic cycle.
A known or suspected malfunction, or defect found by flight

crew or maintenance personnel which is documented and
requires maintenance action.
SUPERSONIC CYCLE
DE-RATING
PIREPS (Pilot Reports)
Suspected or known malfunctions or unsatisfactory conditions
entered by the flight crew into the aircraft log and which require
maintenance action.
The intentional reduction of the stress/strength ratio in the

application of an item, usually for the purpose of reducing the
occurrence of stress-related failures.
DOWNTIME
COMPONENT
Any self-contained part, combination of parts, sub-assemblies
or units which perform a distinctive function necessary to the
operation of a system.
AIRCRAFT OPERATING CYCLE OR FLIGHT CYCLE
A completed take-off and landing sequence.
NOTE: Touch and go landings are counted as Aircraft
Operating Cycles.

7.20 - 18
The time during which an aircraft is not available for flight for
technical reasons.
FLIGHT OR TRIP
The entire passage consisting of one or more flight legs, from
leaving the airport of origin to arrival at the airport of final
destination and operated under one flight number.

Rev. 00
Mar 2014
Category A/B1
EXTRA SECTION (XSEC)
EXPENDABLE ITEM
Any flight made to accommodate passengers or cargo not

handled by the regular flight schedule.
Items for which no authorized repair procedure exists, and for

which cost of repair would normally exceed that of replacement.
CHARTER FLIGHT
REPAIRABLE ITEM
A revenue flight that is not listed in the published time-table, but

is booked for a specified purpose.
FERRY FLIGHT
An item comprising or including replaceable parts, commonly

economical to repair, and subject to being rehabilitated to a fully
serviceable condition over a period less than the life of the flight
equipment to which it is related.
A non-revenue flight made to position an aircraft for any reason.
ROTABLE ITEM
FLIGHT SECTOR or FLIGHT LEG
An item that can be economically restored to a serviceable

condition and, in the normal course of operations, can be
repeatedly rehabilitated to a fully serviceable condition over a
period approximating the life of the flight equipment to which it is
related.
Any of the sequential aircraft operating cycles which together

constitute a flight.
WALK AROUND CHECK
LINE REPLACEABLE UNIT

A visual check conducted from ground level to detect obvious
discrepancies.
A unit which can be readily changed on an aircraft during line

maintenance operations.
ITEM
PARTS POOL
Any level of hardware assembly i.e., system, subsystem,
module, accessory component, unit, part, etc.)
An arrangement whereby participants are entitled to draw items

from the agreed stock held by any participant.
CONSUMABLE ITEM
An item that is used only once.
7.20 - 19

Rev. 00
Mar 2014

Category A/B1

CANNIBALIZATION REMOVAL
The removal of an item to satisfy the needs of another aircraft or
item. Also called as ROBBERY.

7.20 - 20

Rev. 00
Mar 2014

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