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S3C2 - AIRCRAFT AND AERONAUTICAL PRODUCT SERVICING
Table of Contents
WARNING - AAP 7001.059 TAREG VERSION
The procedures in AAP7001.059-TAREG support compliance with AAP7001.053-Technical Airworthiness Regulations, which have been superseded.
Procedures supporting compliance with AAP8000.011-Defence Aviation Safety Regulations are contained in AAP 7001.059-DASR
An organisation’s exposition details which 059 version is applicable
1. This chapter is to be used in conjunction with AAP 7001.038 — Maintenance Requirements Determination (MRD) Manual.
2. Aircraft and aeronautical product are serviced so they are maintained in a condition that will enable them to perform the function for which they are designed, reliably and without failure during operation.
AIRCRAFT AND AERONAUTICAL PRODUCT SERVICINGS
3. Aircraft and aeronautical product servicings refer to preventive maintenance (PM) tasks that are carried out on the aircraft or aeronautical product at the same interval event as defined in the applicable Technical Maintenance Plan (TMP).
4. Additional information on the purpose of each servicing is detailed in AAP 7001.038—Maintenance Requirements Determination (MRD) Manual.
Technical Maintenance Plans
5. The TMP documents the servicings applicable to a particular aircraft and associated aeronautical product, including the AMO and trade group(s) responsible for, and the publications required for the servicing, and the interval event at which servicings must be carried out.
Calendar Based Servicing Currency
6. Where a servicing interval is based on calendar days, the servicing becomes due on the specified date. The aircraft or aeronautical product will become unserviceable at 0001Z the day following the specified date.
7. Operational Servicing comprises those Operational Maintenance (OM) tasks performed to prepare the aircraft or aeronautical product for operational use, or to service the aircraft or aeronautical product as a consequence of operational use, and includes the following Flight Servicings:
9. Control locks, engine/exhaust blanks and pitot/static covers must be left fitted until the aircraft or aeronautical product is ready to be operated and must be refitted when the aircraft or aeronautical product ceases operation.
Currency of Before Flight Servicing
10. A B/F Servicing remains current for a period determined by the responsible Systems Program Office (SPO). The DTG for the B/F must be entered in the Flight Servicing field of the recording and certification system. The first ‘DTG’ entered by maintenance personnel for a B/F servicing task signifies the commencement of the B/F currency period.
11. An aircraft flight may extend over the B/F currency period provided the flight has commenced before the currency period expires. On landing the aircraft would then require an A/F and B/F before the next flight.
12. Where the prescribed B/F currency is assessed as too long for the type of operations to be undertaken, the Senior Maintenance Manager (SMM) or delegate may reduce the currency of a B/F Servicing. The B/F must be carried out as close as practicable to the planned operation.
13. If an A/F Servicing is carried out on the aircraft or aeronautical product within the B/F currency period, another B/F servicing must be carried out before the aircraft or aeronautical product can be released for further use.
Partial Before Flight Servicing
14. A PBF is a servicing that must be carried out as a consequence of any maintenance activity carried out on an aircraft or aeronautical product during the currency of a B/F. The Maintenance Manager (MM) responsible for the maintenance activity must enter the PBF requirement in the Aircraft Maintenance Documentation (AMD) and designate the areas/zones to be inspected. The areas/zones designated must ensure that the requirements of the B/F are applied to all areas/zones affected by the maintenance activity. The PBF must be carried out in accordance with the relevant aircraft or aeronautical product servicing schedule, and does not affect the currency period of the original B/F.
Currency of Turnaround Servicing
15. Currency of T/A servicing is until the next aircraft captains acceptance or when the currency of the B/F lapses, whichever occurs first.
Running/Hot Turn Around
16. A RTA Servicing consists of a set of maintenance tasks performed on an aircraft or aeronautical product between successive operations within the currency of the B/F Servicing, and whilst the Auxiliary Power Unit (APU) is operating, one or more engines are operating or rotors are running. The purpose of a RTA Servicing must ensure that an aircraft or aeronautical product that is being operated is serviceable for further operation within the B/F currency period. A RTA Servicing must include those replenishments, inspections and checks necessary as a minimum to ensure that the aircraft or aeronautical product is adequately replenished and serviceable for continued operational use. RTA Servicings must be carried out in accordance with the aircraft or aeronautical product servicing schedule and AMO local instructions.
Daily Flight Servicing
17. A D/F Servicing incorporates B/F and A/F maintenance tasks that are carried out on an aircraft or aeronautical product to bring it to a state of readiness for an operation. A D/F Servicing includes the inspections, checks, replenishments and servicings required to ensure operational readiness. D/Fs must be carried out in accordance with the relevant servicing schedules.
Currency of Daily Flight Servicing
18. A D/F Servicing remains current for a period determined by the responsible SPO. The DTG at which the D/F Servicing was completed must be entered in the Flight Servicing section of the AMD or applicable maintenance documentation within 30 minutes of completion of the D/F Servicing.
19. An aircraft, which has been D/F Serviced and is not immediately required for flight must have all appropriate covers and mooring ropes fitted.
Arming, Re-Arming and De-Arming
20. Procedures for aircraft Arming, Re-Arming and De-Arming are detailed in the relevant authorised maintenance data.
21. Aircraft Servicings are a set of preventive tasks that are necessary to preserve an aircraft or aeronautical product’s inherent level of safety and operational reliability. These tasks may include:
22. Information on the description and purpose of each type of servicing (Routine, Flexible, Phased, Periodic, Special and Storage) is detailed in AAP 7001.038 — Maintenance Requirements Determination (MRD) Manual.
Suspension of Servicing
23. When an aircraft or aeronautical product is placed into preservation/storage, all servicing is suspended except for those Special Servicing operations in accordance with the appropriate PSS and listed in the relevant TMP. Preservation and Storage procedures for ADF aircraft are detailed in Section 8 Chapter 18.
MAINTENANCE MANAGED ITEM SERVICING
24. Maintenance Managed Item (MMI) servicing is the planned removal and installation of MMIs as identified in the relevant aircraft or aeronautical product TMP. Planned MMI servicing is designed to maintain MMI reliability and performance levels. The periodicities/intervals and defined maintenance requirements for MMIs are specified in the relevant aircraft TMP.
Scheduled MMI Servicing
25. Following certification of the MMI installation, the next servicing must be scheduled using the periodicity/interval listed in the relevant aircraft or aeronautical product TMP. Any periodicity/interval already expended on the aircraft or aeronautical product must be taken into account.
MAINTENANCE POLICY DEVIATION
26. The maintenance policy for a preventive maintenance servicing specified in a TMP represents the optimum interval event for performing the related process, consistent with the aim of preserving inherent levels of reliability at least cost. There may be occasions when an AMO is unable to carry out the scheduled servicing due to operational commitment or a lack of resources.
27. Where an AMO is unable to perform a scheduled servicing at the specified TMP interval event, a Maintenance Interval Extension Request (MIER) or Non Compliance Report (NCR), or both as circumstances warrant, must be raised in accordance with AAP 7001.038 Section 4 Chapter 4—Maintenance Policy Deviation and forwarded to the relevant SPO for approval prior to the expiry of the applicable scheduled servicing requirement.
Maintenance Interval Extension Request
28. A MIER submission is required when an AMO is unable to perform a scheduled servicing at the specified TMP interval event due to operational commitments or where an NCR submission warrants the requirement. The approval authority for a maintenance interval extension from a specified TMP interval event rests with the relevant SPO. Under certain criteria, as deemed by the responsible SPO, Special Procedures in Part 2 of the TMP may authorise the SMM or delegate to approve a MIER.
29. The SMM or delegate must review all outstanding maintenance, including Carried Forward Unserviceabilities (CFU), Special Maintenance Requirements (SMR) with a period of deferment coincidental to the scheduled servicing being assessed for extension, and determine if the extension is appropriate for any coincident entry.
30. When a MIER is approved, the SMM or delegate must ensure:
31. The original/copy of the MIER and the approval must be filed in the Aircraft Log Pack.
32. Where the SMM or delegate has approved the MIER, a copy must be forwarded to the responsible ADF SPO.
33. An NCR submission is required when an AMO is unable to perform a servicing at the specified TMP interval event due to lack of resources, ie personnel, facilities, spares, publications or ground support equipment. The NCR submission may also result in the submission of a MIER.
34. An NCR submission alone does not constitute a maintenance extension request.
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