2. Progressive Inspections
Because the scope and detail of an annual inspection is very extensive and could
keep an aircraft out of service for a considerable length of time alternative
inspection programs designed to minimize downtime may be utilized. A progressive
inspection program allows an aircraft to be inspected progressively. In which case,
the owner may elect to use a progressive inspection schedule.
3. A progressive inspection is exactly the same in scope and detail as the annual
inspection but allows the workload to be divided into smaller portions and per
formed in shorter time periods. The scope and detail of an annual inspection is
essentially divided into segments or phases (typically four to six). Completion of all
the phases completes a cycle that satisfies the requirements of an annual inspection.
For example, the engine may be inspected at one time, the airframe inspection may
be conducted at another time, and components such as the landing gear at another.
4. Progressive inspection schedules must ensure that the aircraft will be airworthy at all
times and conform to all applicable FAA aircraft specifications, type certificate data
sheets, airworthiness directives, and other data such as the manufacturer's service
bulletins and service letters.
The advantage of such a program is that any required segment may be completed
overnight and thus enable the aircraft to fly daily without missing any revenue
earning potential. Progressive inspection programs include routine items such as
engine oil changes and detailed items such as flight control cable inspection.
5. The manufacturer provides guidelines to help an operator select an appropriate
inspection program for their specific operation.
For example, if an aircraft is flown more than 200 hours per calendar year, a
progressive inspection program is most likely recommended to reduce aircraft
downtime and overall maintenance costs.
6. Again referring to next slide, this aircraft inspection chart outlines a typical schedule used
in a progressive inspection program.
there are items inspected at 50,100, and 200 hours, in addition to special inspection items
that require servicing or inspection at intervals other than 50, 100 or 200 hours.
The inspection intervals are separated in such a way to result in a complete aircraft
inspection every 200 flight hours. This particular inspection program would not be
recommended or practical unless the aircraft is flown more than 200 hours per year
Each registered owner or operator of an aircraft desiring to use a progressive inspection
program must submit a written request to the FAA Flight Standards District Office
(FSDO) having jurisdiction over the area in which the applicant is located
7. Special Inspection items
1. First 25 hours, refill with straight mineral oil (MIL-L-6082) and
use until a total of 50 hours have accumulated or oil consumption has
stabilized; then change to ashless dispersant oil. Change filter element
each 50 hours, or every six months.
2. Clean filter, replace as required.
3. Replace hoses at engine overhaul or after 5 years, whichever
comes first.
4. General inspection every 50 hours.
5. Each 1000 hours, or to coincide with engine overhaul.
6. Each 100 hours for general condition, lubrication and freedom
of movement. These controls are not repairable. Replace every 1500
hours or sooner if required.
8. 7. Each 500 hours.
8. Internal timing and magneto-to-engine timing limits are described
in the engine service manual.
9. Remove insulation blanket or heat shields and inspect for burned
area, bulges or cracks. Remove tailpipe and ducting; inspect turbine for
coking, carbonization, oil deposits and impeller for damage.
10. First 100 hours and each 500 hours thereafter. More often if
operated under prevailing wet or dusty conditions.
11. If leakage is evident, refer to Governor Service Manual.
12. At first 50 hours, first 100 hours, and thereafter each 500 hours or
one year, whichever comes first
13. Replace each 500 hours.
14. Check electrolyte level and clean battery compartment each 50 hours or each 30
days.
9. 15. Refer to manufacturer's manual.
16. Inspect masks, hose and fittings for condition, routing and support.
17. Refer to maintenance manual.
18. Lubrication of the actuator is required each 1000 hours or three years.
19. Each five years replace all rubber packings, back-ups and hydraulic
hoses in both the retraction and brake systems. Overhaul all retraction
and brake system components.
20. Replace check valves in turbocharger oil lines each 1000 hours.
21. Check alternator belt tension.
10. Progressive Inspection (14 CFR) part
91.409
Progressive inspection. Each registered owner or operator of an aircraft desiring to use a
progressive inspection program must submit a written request to the FAA Flight
Standards district office having jurisdiction over the area in which the applicant is
located, and shall provide
(1) A certificated mechanic holding an inspection authorization, a certificated airframe
repair station, or the manufacturer of the aircraft to supervise or conduct the progressive
inspection;
11. (2) A current inspection procedures manual available and readily understandable to pilot
and maintenance personnel containing, in detail;
(i) An explanation of the progressive inspection, including the continuity of inspection
responsibility, the making of reports, and the keeping of records and technical reference
material;
(ii) An inspection schedule, specifying the intervals in hours or days when routine and
detailed inspections will be performed and including instructions for exceeding an
inspection interval by not more than 10 hours while en route and for changing an
inspection interval because of service experience;
12. (iii) Sample routine and detailed inspection forms and instructions for their use; and
(iv) Sample reports and records and instructions for their use;
(3) Enough housing and equipment for necessary disassembly and proper inspection of
the aircraft; and
(4) Appropriate current technical information for the aircraft.
13. The frequency and detail of the progressive inspection shall provide for the
complete inspection of the aircraft within each 12 calendar months and be consistent
with the manufacturer's recommendations, field service experience, and the kind of
operation in which the aircraft is engaged.
The progressive inspection schedule must ensure that the aircraft, at all times, will
be airworthy and will conform to all applicable FAA aircraft specifications, type
certificate data sheets, airworthiness directives, and other approved data.
If the progressive inspection is discontinued, the owner or operator shall
immediately notify the local FAA Flight Standards district office, in writing, of the
discontinuance.
14. After the discontinuance, the first annual inspection under §91.409(a)(1) is due
within 12 calendar months after the last complete inspection of the aircraft under the
progressive inspection.
The 100-hour inspection under §91.409(b) is due within 100 hours after that
complete inspection.
A complete inspection of the aircraft, for the purpose of determining when the
annual and 100-hour inspections are due, requires a detailed inspection of the
aircraft and all its components in accordance with the progressive inspection.
A routine inspection of the aircraft and a detailed inspection of several components
is not considered to be a complete inspection.
15. Large and Turbine Powered
Multi-Engine Aircraft
Large (over 12,500 lbs. gross takeoff weight) and multi-engine turbine aircraft operating
under FAR Part 91, require inspection programs tailored to the specific aircraft and its
unique operating conditions.
These unique conditions would include scenarios such as high flying times, aircraft
operated in extremely humid environments, or in extremely cold or wet climates. Because
of the size and complexity of most turbine-powered aircraft, the FAA requires a more
detailed and encompassing inspection program to meet the needs of these aircraft and
flying conditions.
Although they may be operated under Part 91, large and turbine-powered aircraft are
often inspected under programs normally utilized by air carrier or air taxi operations.
16. Continuous Inspections
Continuous inspection programs are similar to progressive inspection programs,
except that they apply to large or turbine-powered aircraft and are therefore more
complicated.
Like progressive inspection programs, they require approval by the FAA
Administrator (CAAP for Philippines). The approval may be sought based upon the
type of operation and the CFR parts under which the aircraft will be operated.
The maintenance program for commercially operated aircraft must be detailed in the
approved operations specifications (OpSpecs) of the commercial certificate holder.
17. Aircraft Check’s
Airlines utilize a continuous maintenance program that includes both routine and
detailed inspections. However, the detailed inspections may include different levels
of detail.
Often referred to as “checks,” the A-check, B-check, C-check, and D-checks
involve increasing levels of detail. A-checks are the least comprehensive and occur
frequently.
D-checks, on the other hand, are extremely comprehensive, involving major
disassembly, removal, overhaul, and inspection of systems and components. They
might occur only three to six times during the service life of an aircraft.
18. Letter Check
The continuous inspection program for a large air carrier may, as an example, consist of
"letter check" inspection schedules. Letter checks are normally scheduled prior to due
times or cycles.
Over-flying due times or cycles of any required inspection is a direct violation of FAA
regulations and may include large monetary fines.
In the next slide, A typical air carrier maintenance "letter check" schedule outlining the
scope and time intervals of required inspections for a specific type of aircraft. The
maintenance schedule outline is used in conjunction with the specific work cards to
maintain the airworthiness of the aircraft and all installed equipment.
19.
20. A Check, C Check and D Check.
The completion of an "A" check eliminates the need for a service check due at the
identical time interval. In other words, if a more detailed inspection is performed, it may
zero out the less-encompassing inspection due time.
A service check is due 48 calendar hours from the completion period of a "service", "A",
"C", or "D" check. The next "A" check phase is due 125 flight hours from a completed
"A", "C", or "D" check.
This inspection schedule shows a series of "A" checks between each "C" check. There are
twelve sets of "A" checks (A-l, A-2, A-3, A-4) between each complete heavy "C" check.
"C" checks are due every 3600 flight hours and two comprehensive "C" checks are due
between every heavy "D" check.
21. In addition
Each level of inspection must be clearly defined in the operator's continuous
airworthiness inspection program.
For example, a specific area of the aircraft may require only a visual inspection during
pre-flight, "service checks", and "A" checks but may require a detailed inspection in the
same area for a heavy "C" or "D" check.
In most letter check maintenance schedules, the inspection and maintenance become
more detailed and build upon the prior letter check performed.
22. Work Cards
Act as control documents in the continuous inspection process. Job cards are issued
for all aspects of CAMP (Continuous Airworthiness Maintenance Program)
inspections and are used to organize inspection instructions and account for the
specific steps involved.
Depending on the scope of inspection, several work or job cards are referenced.
Each work card outlines one specific area of the inspection.
The next slide is an example of a work card used during a heavy "C" check
regarding an air carrier aircraft.
23.
24.
25. Work/job card which references the
"Left elevator/tab structure and hinge
fitting" inspection required at a heavy
"C" check.
The work card includes the specific
inspection steps along with
supporting documentation helpful in
the completion of the inspection.
26. Special Inspection
Special inspections are scheduled inspections with prescribed intervals other than
the normally established inspection intervals set out by the manufacturer.
Special inspections may be scheduled by flight hours, calendar time, or aircraft
cycles.
For instance, in the case of a progressive inspection schedule for a small Cessna,
special inspections occur at intervals other than 50, 100, or 200 hours.
Special inspection items are usually explained in the notes section of the service
manual inspection chapter.
27. Examples of Special Inspection Items
May include oil change information after an engine overhaul, the inspection and
replacement of hoses at engine overhaul, and magnetic compass compensation every
1000 hours.
Additionally, inspection and replacement of the rubber packings on each brake at
5-year intervals, and inspection and lubrication of the elevator trim tab actuator at
500-hour intervals may also constitute special inspection items.
Each manufacturer outlines special inspection items specific to each model of
aircraft.
28. Altimeter and Static System Inspections
Aircraft that are operated in controlled airspace under instrument flight rules (IFR)
must have each altimeter and static system are considered special inspections and
tested in accordance with procedures described in 14 CFR part 43, appendix E,
within the preceding 24 calendar months.
The altimeter is checked for operation and accuracy up to the highest altitude it is
used, usually the aircraft's service ceiling, and a record made of this inspection and
certification in the aircraft maintenance records.
29. ATC Transponder Inspections
Aircraft having an air traffic control (ATC) transponder are also considered
special inspections and must also have each transponder checked within the
preceding 24 months. All these checks must be conducted by appropriately
certified individuals.
30. Emergency Locator Transmitter (ELT)
Inspection
Is also considered a special inspection. FAR Part 91.207 requires the ELT
inspection every 12 months. The inspection entails checking for proper
installation, battery corrosion, operation of the controls and crash sensor, and
the ELT signal.
Check the ELT battery expiration date and record the expiration date for
replacing or recharging the battery in the maintenance record. The expiration
date must also be legibly marked on the outside of the ELT.
31. ATA CHAPTER
In an effort to standardize the format for the way in which maintenance information is
presented in aircraft maintenance manuals, the Air Transport Association of America
(ATA) issued specifications for Manufacturers Technical Data. The original specification
was called ATA Spec 100. Over the years, Spec 100 has been continuously revised and
updated.
Eventually, ATA Spec 2100 was developed for electronic documentation. These two
specifications evolved into one document called ATA iSpec 2200. As a result of this
standardization, maintenance technicians can always find information regarding a
particular system in the same section of an aircraft maintenance manual, regardless of
manufacturer
32. The following abbreviated table of ATA System, Subsystem,
and Titles is included for familiarization purposes.
ATA Specification 100 Systems
Sys. Sub. Title
21 AIR CONDITIONING
21 00 General
21 10 Compression
21 20 Distribution
33.
34. SUBJECT PAGE BLOCK NUMBERS
Description and Operation 1-99
Troubleshooting 101-199
Maintenance Practices 201-299
Servicing 301-399
Removal And Installation 401-499
Adjustment and Test 501-599
Inspection and Check 601-699
Cleaning and Painting 701-799
Approved Repairs 801-899
