The value of the reliability data is important to the airline operating the aircraft not only to demonstrate compliance as a reliability programme is required by regulation but also to amend the Aircraft Maintenance Program for the operators’ aircraft (such as extending or reducing interval threshold) based on their experience and operating environment.
The aircraft paint input is a complex event often carried out on a tight timescale and with budgetary considerations. The induction into paint is an important time and you should be aware at this time of the contacted options on the paint input.
Often the contract might state costings based on paint thickness on different areas –it is important to check the paint thickness measures in microns and ensure that samples are taken in multiple places onsurfaces.
A good practice is also to take many photos of the condition of the aircraft at this stage and note any damage, window condition, and ensure you have good quality images to refer to.The aircraft has multiple probes, ports, openings and antenna for example where it can be harder to prepare the aircraft for paint. Here masking and protection is a part of the process carried out before sanding and stripping begins.
Reliability monitoring of aircraft is a vital topic for consideration both as part of aircraft management (CAMO) and also aircraft leasing as a repeating defect can be grounds for a financial arrangement if the defect repeats within a certain time frame.
When we mention component removals for reliability purposes, we are not concerned about planned routine component removals. For example, if we remove a component for a reason such as an overhaul or to perform a modification then this is a planned removal. It does not have a negative impact on the aircraft and or component as it has not actually failed in service.
During the asset Life-Cycle the lessor has a duty to carry out aircraft due diligence on a periodic basis at a frequency agreed in the Aircraft Lease Agreement, this due diligence is commonly referred to as the “Mid-Lease”or “Mid-Term” Inspections.
We have looked at the varying different areas in the past few weeks and you can explore these posts to learn more –in a summary of these, it is important to define the required scope of what data needs to be collected.
During the review of the mid-lease inspection, there is a focus on the landing gear. These are a high-cost part of the aircraft and the impact of an overhaul is both a large consideration regarding the time frame and cost.
The landing gear cannot be overhauled “on wing” which means it must be removed to overhaul each landing gear and often it must be sent off-site to a specialist facility. The facility will then replace and overhaul the gear as required, the time frame for this can be several weeks and often we do not wait for the landing gear to be returned. Another replacement gear is commonly installed in this case to reduce the time on the ground for an aircraft.