Aircraft maintenance

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schedule. The 8C check can be scheduled anytime after 10 years but as this will be a heavy maintenance combined with a C check it will take about 21 days. This will leave no alternative for KalAir but to schedule this heavy maintenance back to back for all the three older A318 aircraft after the newest A318 aircraft that came in year 5 completes its 4C check and heavy maintenance. For example A318 1 will undergo maintenance first because it has the highest utilisation, followed by A318 2 and so on from March to May during the period of heavy maintenance. The 4C checks will commence after receiving the fourth A318 aircraft if possible. The other aircraft will then be sent to a third party maintenance organisation for heavy maintenance. This 4C checks for the A318 will be scheduled from March to May of Year 5. This is to allow for stability of the flight schedule and the balance of work load for the maintenance staff as the ATR 72 fleet will return from their heavy maintenance beginning in October in Year 4 till January in Year 5. This is to give an allowance because it has been seen from past experience that when aircraft return from heavy maintenance there is an increased occurrence of maintenance snags. In Year 10 the 8C checks require restoration of main gear and can commence from March to May of Year 10 to synchronise all A318 heavy maintenance during this period. As this can be planned ahead provisions for a leased A318 can be made without being affected by the peak summer periods. If an A318 is unavailable KalAir can wet lease another type of aircraft that has similar capacity and operating capabilities. For the ATR 72 as the maintenance is planned to be carried out in-house. Based on a 500FH interval for an A check it works out to about one check in one and a half months. A C check will be at about a 15 month interval based on the flight hours of the flying schedule. It would not be productive for the ATR maintenance staff to remain idle between the inspection intervals hence the C1 and C3 checks in the first five years will be equalised before the first heavy maintenance in Year 4 which will allow it to be carried out in a shorter time. The C check intervals will be shortened such that each ATR 72 aircraft will undergo a check in a year. The maintenance will be scheduled such that the ATR7 1 has the highest utilisation will undergo maintenance first followed by ATR7 2 and so on. The heavy C checks for the ATR 72s will commence every year in October and last till January the following year. In the first five years it is possible to make a minor change to the flight schedule to free one aircraft so that the other aircraft can spend some time in the hangar for the heavy checks. Moreover this will last during the October to January time frame which is long enough for passengers not to be affected by the minor change in the flight schedule. With reference to the flight schedule in Appendix 1 the third ATR72, AT7 3 can operate to SUZ instead of TOZ at 1400hrs and operate another flight to TOZ departing for TOZ at 1800hrs as TOZ has capability to handle aircraft at night. This amendment to the flight schedule can be done during the October to January time period. From Year 6 onwards it would not be possible to use a block concept for the ATR 72 C checks because it would not be possible to take an aircraft out of the flight schedule. It would be possible to use a single task oriented maintenance concept for the C checks but the aircraft will still have to be out of service during the periods of heavy maintenance where structural inspections need to be carried out. For example the 8C check comprises structural inspections, landing gear replacements and propeller inspections which are huge job packages to be completed over a period of night stops. Hence it would be better to ground the aircraft to carry out this heavy maintenance and the necessary modifications and embodiment of Airworthiness Directives. During this period from October to January another ATR 72 aircraft can be leased to operate the schedule. It is also possible to operate an ATR 42 aircraft if an ATR 72 is unavailable because of the spare parts commonality and cross crew qualification. The assumptions made in creating the maintenance schedule for the A318 and ATR 72 fleet of aircraft are. Aircraft maintenance is performed during the night at KKV The C checks for the ATR 72 from Year 1 to 4 will be performed during the day and night. The maintenance base is located within the vicinity of KKV airport. The heavy maintenance for the A318 is outsourced. The experienced gained on the first aircraft for the checks will allow maintenance staff to complete the same type of work on the other aircraft in a shorter time frame. The scheduled overhaul of engines and components with will be planned to synchronise with the scheduled checks.

5.1 Maintenance Costs

The maintenance costs for the A318 and ATR 72 aircrafts are calculated and attached in Appendix 2A to 2D. The average flight hours and cycles from Table 3 are used to calculate the maintenance costs based on these utilisation rates. The assumptions made here are that the average distance travelled by the A318 aircraft is 1000nm and 200nm for the ATR 72, both the aircraft will depreciate to 30% of its original value after 12years and the cost of investment will include spares which amount to about 19% of the aircraft price. The annual maintenance costs for the A318 aircraft is about two million a year. From Year 5 the maintenance costs per aircraft is slightly less because an extra A318 has been acquired and the flight hours per aircraft are slightly lower giving rise to a lower cost per aircraft trip. The maintenance costs for the ATR 72 aircraft is

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6.0 Issues to overcome

There is a strong need to lease an aircraft for both the A318 and ATR 72 fleet when these aircraft undergo heavy maintenance. This is due to the high utilisation of the aircrafts in the normal flight schedule. There is a need to have an AOG' team and necessary spares inventory stationed at KKV in the event that an aircraft becomes stranded at one of the overseas stations. Supplementary work force can be employed from within the region or the Indian sub continent when the ATR 72s undergo heavy maintenance or the situation warrants it. If difficulties arise in carrying out the work in-house KalAir should establish strong relationships with maintenance organisations in India to outsource work as both the aircraft types operate in India and manpower will not be an issue.

7.0 Conclusion
Due to its unique location and surroundings KalAir has to build up substantial maintenance capability. It can outsource maintenance work but has to hold sufficient inventory of spares to keep its fleet flying. KalAir cannot afford to have an AOG' and keep the aircraft on ground due to the unavailability of spares because of the very tight flight schedule it is operating. As all domestic traffic needs to be carried it also cannot afford to cancel flights and cannot remove aircraft from service to carry out maintenance. As the lessor requires that all aircraft return to base and no night flights can be conducted it gives a good opportunity to schedule all maintenance at night and clear all faults before the first flight the next day. Due to the constraints that KalAir faces it would be more prudent to lease aircrafts in the short term period when the A318 and ATR 72 aircraft undergo heavy maintenance to meet the flight schedule.

References
Clark, Paul. Buying the big jets: fleet planning for airlines. Ashgate Pub., 2007 Air Transport Intelligence Fleet Search http://www.rati.com/frameset/frameset_f.asp?target=../news/news.asp (accessed 3rd June 2008) Alfares, Hesham. K. Aircraft maintenance workforce scheduling. Journal of Quality in Maintenance Engineering 5(2), 1999 ATR aircraft website. http://www.atraircraft.com/public/atr/html/products/products.php?aid=506&pid=28710 (accessed 3rd June 2008) Hessburg, Jack. Air carrier MRO handbook. New York : McGraw-Hill, 2001. Kinnison, Harry A. Aviation maintenance management. New York: McGraw-Hill, 2004. S.Yan et al. Airline short-term maintenance manpower supply planning. Transportation Research Part A (38), 2004

1.0 Introduction
This paper will look into the regulatory requirements laid down by the European Aviation Safety Agency (EASA) for Continuing Airworthiness Management Organisations and then the procedures that need to be taken for a commercial airline based in the EU to meet these requirements. The European Aviation Safety Agency (EASA) was created on 28th September 2003 and endowed with the regulatory and executive tasks in civil aviation safety. EASA has jurisdiction over new aircraft type certificates, design related airworthiness approvals for aircraft, engines and parts. EASA has also developed regulations for air operations, flight crew licensing and has also established common technical requirements and administrative procedures for ensuring the continuing airworthiness of aircraft. European Commission Regulation 1702/2003 of 24th September 2003 is on the airworthiness and environmental certification of aircraft and related products, parts and appliances, as well as for the certification of design and production organisations. European Commission Regulation 2042/2003 of 20th November 2003 is on the continuing airworthiness of aircraft and aeronautical products, parts and appliances, and on the approval of organisations and personnel involved in these tasks. Annex I of EC 2042/2003 is on Part M Continuing Airworthiness, which lays down the measures to be taken to ensure that maintenance and airworthiness is maintained. It also specifies the conditions to be met by the persons and organisations involved in continuing airworthiness management (De Florio 2006). Annex II of EC 2042/2003 is on Part 145 Maintenance Organisation Approval, this establishes the requirements to be met by a maintenance organisation to qualify for the issue or continuation of an approval for the maintenance of aircraft and components (De Florio 2006). Annex III of EC 2042/2003 is on Part 66 Certifying Staff, this establishes the requirements for the issue of an aircraft maintenance engineers' licence and the conditions of its validity and use (De Florio 2006). Annex IV of EC 2042/2003 is on Part 147 Training Organisation Requirements, this establishes the requirements to be met by training organisations seeking approval to

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Part M comprises of two sections, Section A covers the Technical Requirements and is more appropriate to airlines and Continuing Airworthiness Management Organisations (CAMO) and Section B covers the Procedure for Competent Authorities. Part M Section A (Technical Requirements) is divided into the following Subparts: Subpart A: General Subpart B: Accountability Subpart C: Continuing Airworthiness Subpart D: Maintenance Standards Subpart E: Components Subpart F: Maintenance Organisation Subpart G: Continuing Airworthiness Management Organisation Subpart H: Certificate of Release to Service (CRS) Subpart I: Airworthiness Review Certificate For an airline operating in the European Union (EU) the continuing airworthiness of individual aircraft and the issue of the Airworthiness Review Certificate (ARC) will be under the authority designated by the member state of registry, that is the competent authority. For example for an airline based in the United Kingdom (UK) the competent authority will be the UK Civil Aviation Authority. Also for the continuing airworthiness management organisation and maintenance organisation as specified in Part M Section A Subparts F and G respectively, the approval is under the authority designated by the member state where the organisations principle place of business is located. The salient points of the different Subparts will be looked into that have an effect on a commercial airline based in the EU.

2.1 Subpart B: Accountability

The owner or lessee (if stipulated in the registration document or leasing contract) is responsible for the following:

1. 2. 3. 4.

Aircraft is maintained in airworthy condition. Operation and emergency equipment is serviceable or identified as unserviceable. Certificate of Airworthiness is valid. Maintenance of the aircraft is performed in accordance with an approved maintenance programmed. 5. The pre-flight inspection must be carried out by the pilot or another qualified person. 6. Access is granted to the competent authority. 7. Continuing airworthiness of the aircraft shall be approved according to Part M Section A Subpart G as part of the Air Operator's Certificate (AOC) in accordance to Part 145 or contracted out to such an approved organization.
Therefore the above conditions will be under the responsibility of a commercial airline based in the EU and the subcontract is done under the authority of the operator.

2.2 Subpart C: Continuing Airworthiness

The continuing airworthiness of the aircraft and the serviceability of both operational and emergency equipment shall be ensured by the following:

1. 2. 3. 4. 5. 6. 7.

Pre-flight inspections. Rectification of defects and damage. Accomplishment of all maintenance in compliance with maintenance programme tasks. The analysis of the effectiveness of the approved maintenance programme. Accomplishment of Airworthiness Directives. Accomplishment of modifications and repairs in accordance with approved data. Maintenance check flights carried out when necessary.

An airline operating in the EU can contract a Part 145 approved maintenance organisation to carry out the above continuing airworthiness tasks and these must be detailed in the contract. Part M Subparts D, E and F cover maintenance standards and are more applicable to a maintenance organisation and will not have an effect on a commercial airline based in the EU.

2.3 Subpart G: Continuing Airworthiness Management Organisation

For a commercial airline the Continuing Airworthiness Management Organisation (CAMO) should be part of

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appropriately qualified staff need to be appointed. For a commercial airline the accountable manager appointed to ensure continuing airworthiness should be the operator's accountable manager. The accountable manager, nominated post holders and airworthiness review staff need to demonstrate the relevant knowledge, background and appropriate experience related to aircraft continuing airworthiness and these qualifications will be documented in EASA Form 4. The airworthiness review staff will be identified in the Continuing Airworthiness Management Exposition (CAME) together with their authorisation reference and records. The Continuing Airworthiness Management Exposition (CAME) needs to have the following items documented as well.

1. 2. 3. 4. 5. 6. 7. 8.

Accountable Manager's statement. Scope of work (that is the type of aircraft operated by the airline). Nominated post holders (the people that support the accountable manager). An Organisation chart. Airworthiness Review Staff details. Description and location of facilities. Organisational Procedures. Amendment process of the CAME.

A commercial airline that has a contract with a Part 145 Maintenance Organisation has to ensure that all maintenance is carried out by a Part 145 Maintenance Organisation. The base and line maintenance contracts together with the engine maintenance contracts need to be approved by the competent authority, for an airline operating in the UK it will be the UK CAA. The airline may have work orders for unscheduled and component maintenance. To satisfy the Airworthiness Review Certificate (ARC) requirements the CAMO needs to carry out a full review of the aircraft records and documentation. The Part M Subpart G approved organisation with ARC privileges will need to perform a physical survey of the aircraft. If staff are not appropriately qualified to Part 66 standards they need to be assisted by such staff. An Airworthiness Review Certificate EASA Form 15b shall be issued for an aircraft which has been in a managed environment for more than 12 months or a recommendation to the competent authority that is the UK CAA for a UK registered aircraft for the issue of an ARC EASA Form 15a can be made by the authorised airworthiness review staff when satisfied with the review. Fig 2 and Fig 3 illustrates the Airworthiness Review Certificate (ARC) process.

Option A
Controlled Environment, Commercial Air transport

Option B
Controlled Environment, Commercial Air transport

2.4 Subpart I: Airworthiness Review Certificate

An Airworthiness Review Certificate (Form 15a or 15b) is issued upon completion of a satisfactory review and is valid for one year. The competent authority will issue a Form 15a for a new aircraft and following a recommendation from a Part M Subpart G CAMO issue or renew for existing aircraft. The CAMO which has additional privileges to perform airworthiness reviews will issue Form 15b and this can only be issued to an aircraft in a controlled environment and may extend the validity twice for Airworthiness Review Certificates it has issued. The EASA certificate of airworthiness statement states that a current Airworthiness Review Certificate shall be attached to the Certificate of Airworthiness (C of A) of an aircraft and the C of A and the ARC is always carried in the aircraft. The Airworthiness Review Certificate will be invalidated when: The Airworthiness Review Certificate is suspended or revoked The Certificate of Airworthiness is suspended or revoked The aircraft is not on the register of an EU member state The type certificate is suspended or revoked.

3.0 Compliance process for a Continuing Airworthiness Management Organisation

The following are the procedures that need to be taken by a commercial airline that has an Air Operator's Certificate based in the EU and needs to comply with Part M Subpart G requirements. As a Continuing Airworthiness Management Organisation it will need to have a Continuing Airworthiness Management Exposition that reflects the organisation and have its procedures documented.

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