As a part of the CAMO function it is key to consider aircraft reliability and ensure that trend monitoring aid the approved maintenance program in being effective.
The range and depth of analysis and interpretation will depend upon your specific operation and the operation of the aircraft. It can be easier to consider the process in two sections: the data gathering (1) and then resulting actions (2).
Again, our wish is to to get some good comments going on this post so that we can come up with a definitive list.
During a mid-lease inspection, the lessor gets an opportunity to review the modification status and aircraft capability by means of the technical consultant performing a physical inspection of the aircraft.
Mid-Lease Inspections to verify aircraft modifications and capability would often involve looking at the following items;
*ACARS – Aircraft Communications Addressing and Reporting System – Confirm ACARS capability by reviewing FCOM (Flt Crew Ops Manual; if power is available, verify through MCDU (multifunction Control Display Unit) by checking for datalink printer; annotate the P/N into your checklist and report.
Damage on an aircraft will be assessed and then can end up with one of two different requirements:
Damage requiring a physical repair or Damage not requiring a physical repair.
There are times when damage may transition from not requiring a physical repair to requiring one – for example it might be acceptable to fly for a limited number of cycles/flight hours with the existing damage, but at that stage it will require a physical repair.
To consider damage that does not have a physical repair we can follow through some simple steps:
To close out a number of recent posts on the topic of “where to start” the review, we thought it was best illustrated in our diagram below.
Last week we talked about the Certified STATUS lists and with your help we collaborated on a comprehensive list.
Another step that is early on in the process is extracting the Technical Return Conditions from the Lease Agreement, we have listed some typical examples below but remember these vary from lease to lease so please put time in to extracting them accurately;
* Clear from a maintenance check (MPD,AMP) 24 months/ 7500 Flight Hours (FH)/5000 Flight Cycles (FC).
* Airworthiness Directives(AD) and Service Bulletins(SB) cleared for 1000FH/1000FC/6months
* HT components clearance 6 months/1000FH/1000FC.
* Looking back 3 years for OCCM components replaced and have certificates for all of these.
* Engines and APU no less than 3500FC to next Shop Visit(SV).
* LDG with no less than 3500FC to next SV.
* All Life Limit Parts (LLPs) with no less than 3500FC to next SV.
* All Structure Repairs to be Permanent and recorded on the Dent and Buckle (D&B).
During an aircraft transition to a new lessee from a lessor an aircraft will be accompanied by a lot of existing records and technical documents.
In many cases such documents will be “historical” maintenance or records and not performed by or on behalf of the new lessee.
There is of course multiple considerations during an aircraft lease being signed and the aircraft put into operation – an airline typically will want to operate the aircraft for revenue and as such has a main focus on airworthiness, safety and regulation compliance.
The lease will ensure as best as possible at the time it was written that the aircraft has been returned in an airworthy condition and will often have requirements that exceed that of regulation compliance – remember that the lease is about protecting asset value and has a slightly different focus that an airline which is focussed on airworthiness / safety / compliance.
Of course, the lease, by design will want to ensure airworthiness / safety and compliance as this essentially means that the aircraft will be prepared for a new lessee after the existing lease ends.