AIRCRAFT MAINTENANCE

CHECKS
MIDTERM MODULE 1
AIRCRAFT MAINTENANCE CHECKS

 Aircraft maintenance checks are periodic inspections

that have to be done on all commercial and civil
aircraft after a certain amount of time or usage. Military
aircraft normally follow specific maintenance
programmes which may, or may not, be similar to those
of commercial and civil operators.
MAINTENANCE EVENT LETTER CHECKS
 All the tasks defined through the maintenance development
process will ultimately need to be allocated into scheduled
work packages.
 Tasks with similar intervals are then grouped into a number of
maintenance packages, each with its own interval.
 For commercial aircraft these intervals range from daily walk-
around checks, to service checks performed at line
maintenance station, to major checks performed at
maintenance bases.
 In the airline industry, a letter check is the alphabetic
designation given to scheduled-maintenance maintenance
packages. The three most commonly used letter checks consists
of: 1.) A-Check, 2.) C-Check, and 3.) D-Check.
 The A-Check generally consists of a general inspection of the
interior/exterior of the airplane with selected areas opened. The A-
check is typically performed biweekly to monthly. Examples of A-
check tasks are checking and servicing oil, filter replacement,
lubrication, operational checks, and inspections.
 The C-Check is typically scheduled every 12- 20 months depending
on the operator, airplane type and utilization. Examples of C-check
tasks include functional and operational systems checks, cleaning
and servicing, attendance to minor structural inspections and Service
Bulletin requirements.
 The D-Check, or Heavy Maintenance Visit (HMV), occurs
every 6-12 years, depending on the airplane type and
utilization. Usually the aircraft is taken out of service for
several weeks. During this check the exterior paint is stripped
and large parts of the outer paneling are removed,
uncovering the airframe, supporting structure and wings for
inspection of most structurally significant items. In addition
many of the aircraft‘s internal components are functionally
checked, repaired/overhauled, or exchanged
 ABC CHECK SYSTEM

 Airlines and airworthiness authorities casually refer to the

detailed inspections as "checks", commonly one of the
following: A check, B check, C check, or D check. A and
B checks are lighter checks, while C and D are
considered heavier checks. Aircraft operators may
perform some work at their own facilities, but often
checks, and especially the heavier checks, take place
at maintenance, repair and overhaul (MRO) company
sites.
A CHECK

 The A check is performed approximately every 400-600

flight hours, or every 200– 300 flights, depending on
aircraft type. It needs about 50-70 man-hours, and is
usually performed in an airport hangar.
 A check takes a minimum of 10 man-hours.
 Actual occurrence of this check varies by aircraft type,
the flight cycle count, or the number of hours flown since
the last check.
B CHECK

 The B check is performed approximately every 6-8

months. It takes about 160-180 man-hours, depending
on the aircraft, and is usually completed within 1–3 days
at an airport hangar.
 Similar occurrence schedule applies to the B check as to
the A check. B checks are increasingly incorporated into
successive A checks, i.e. checks A-1 through A-10
complete all the B check items.
C CHECK
 The C check is performed approximately every 20–24
months, or a specific number of actual flight hours (FH),
or as defined by the manufacturer.
 This maintenance check is much more extensive than
the B check, requiring a large majority of the aircraft's
components to be inspected. This check puts the
aircraft out of service for 1–2 weeks.
 The aircraft must not leave the maintenance site until it is
completed. It also requires more space than A and B
checks, therefore, it is usually carried out in a hangar at
a maintenance base. The effort needed to complete a
C check is up to 6,000 man-hours
3C CHECK

 Some authorities use a type of check, known as a 3C

check or Intermediate Layover (IL), which typically
includes light structural maintenance, including checks
for corrosion, or on specific high-load parts of the
airframe.
 The 3C check may also be used as the opportunity for
cabin upgrades, e.g. new seats, entertainment systems,
carpeting.
 D CHECK
 The D check, sometimes known as a "heavy maintenance visit"
(HMV), is by far the most comprehensive and demanding
check for an airplane.
 This check occurs approximately every 6-10 years.
 It is a check that more or less takes the entire airplane apart for
inspection and overhaul. Even the paint may need to be
completely removed for complete inspection of the fuselage
metal skin. Such a check can generally take up to 50,000 man-
hours, and 2 months to complete depending on the number
of technicians involved.
 It also requires the most space of all maintenance checks, and
as such must be performed at a suitable maintenance base.
MAINTENANCE CHECK PACKAGING
 The block check packaging method is focused on the
principle of grouping tasks which require frequent repetition
under a letter check (i.e. ―A‖, ―C‖, & ―D‖ Checks).
 This method produces a small number of relatively large
work packages having the disadvantage of a relatively
long maintenance ground time.
 Each letter check generally incorporates all the work
covered by preceding checks, plus the tasks assigned at
that letter-check interval. Thus each letter check often
requires an increasing amount of man-power, technical
skills, and specialized equipment.
ADVANTAGE OF BLOCK CHECK: DISADVANTAGE OF BLOCK CHECK:

➢ SIMPLIFIES PLANNING AND ➢ SPORADIC MANPOWER REQUIREMENTS

SCHEDULING OF WORK
PACKAGES ➢ LONGER GROUND TIME

➢ ACCOMPLISHMENT OF
MODIFICATIONS

➢ RECTIFICATIONS OF NON
ROUTINES

➢ MORE EFFICIENT SQUENCING

OF LONG JOBS
Phased check
 Sometimes referred to as equalized or segmented check
 Apportions tasks to smaller packages that may be
accomplished more frequently than the packages in a
block check
MAINTENANCE STORAGE PROGRAM
 On occasion it is necessary to deactivate or remove an
aircraft from operations for indefinite lengths of time. When
this occurs, certain storage and/or preservation procedures
must be accomplished to prevent unwarranted deterioration
and maintain the aircraft in condition so that a minimum of
time and work will enable the aircraft to be returned to
service in an airworthy condition.
 An air carrier‘s aircraft is considered stored when it is
removed from active operational status for any reason. The
level of preservation depends on the length of storage, the
aircraft design features, and the storage environment
(inside/outside, etc.). There are generally three types of
storage programs.
A. Short-Term Storage. An aircraft is subject to short-
term preservation procedures when it is removed from
operational status for less than 60 days.
 B. Intermediate-Term Storage. An aircraft is subject to
intermediate-term preservation procedures when it is
removed from operational status for more than 60
days but less than 120 days.
 C. Long-Term Storage. An aircraft is subject to long-
term preservation procedures when it is removed from
operational status for 120 days or more
STORAGE PROGRAM PERSPECTIVE

 Aircraft storage programs are an integral part of the air

carrier maintenance programs
 Each air carrier should have a storage program that is
unique to its type of aircraft make/model/series, storage
environment, and operational needs.
 Storage programs will generally be subject to common
requirements consisting of: a.) Aircraft induction
requirements, b.) Daily storage requirements, and c.)
Removal from storage requirements
MAINTENANCE PROGRAM BRIDGING
 On occasions an operator may require changing an
aircraft, or fleet of aircraft, to a new maintenance program
for the purpose of increasing efficiency and reducing costs.
 Aircraft lessors are routinely required to transition aircraft
from one maintenance program to another in order to
meet specified delivery requirements.
 When an aircraft transitions from one inspection program to
another, the time in service, calendar times, or cycles of
operation accumulated under the previous program must
be applied in determining inspection due times under the
new program.
EXAMPLE BLOCK & PHASED MAINTENANCE
PROGRAM STRUCTURE
Letter Check Maintenance Program - The A checks are
packaged into a sequence of A1 – A12, each with a
corresponding interval of 500 flight hours. The A-Check cycle is
therefore completed at the A12 check at 6,000 FH. The C
checks are packaged into a sequence of C1 – C12, and are
due every 18 months. In addition, there is a primary heavy
structural check (D-Check) due every 144 months. This
structure maintains alignment of the A-checks with the C-
checks, and the C-checks with the D-check. Effectively all
maintenance tasks are in phase at the last check of the cycle.
Phased Maintenance Program - The A-checks are
scheduled every 500 flight hours; however there will
be no clear cycle of A-checks (A1, A2, A3, A4, and
so on) where all tasks are in phase at the last check
of the cycle. Under this structure, tasks are often
continuously added / revised as the aircraft ages.
The C-Check program consists of continuous C-
checks whereby every sixth check is the heaviest
(C6, C12, C18, etc) because it captures the 1C, 2C,
4C, and 6C tasks.
ATA
CHAPTERS
ATA CHAPTERIZATION & NUMBERING
SYSTEM PERSPECTIVE
 The ATA Chapter numbers provide a common
referencing standard for all commercial aircraft
documentation i.e. MPD, Aircraft Maintenance Manual
(AMM), Illustrated Parts Catalog (IPC), etc.
 This commonality permits greater ease of learning and
understanding for pilots and engineers alike.
 The standard numbering system is controlled and
published by the Air Transport Association.
 The unique aspect of the chapter numbers is its
relevance for all aircraft.
MPD TASK IDENTIFICATION

 After a task has been identified using the MSG-3 process,

the Maintenance Working Groups must determine the
appropriate task interval.
 This should be based upon service experience and
engineering judgment.
 The task interval will consist of a frequency and a usage
parameter, for example 600 flight hours. Each MPD task is
given a unique identification number
AIRCRAFT STORAGE PROGRAM –
TYPICAL ROUTINE MAINTENANCE
The certificate holder‘s manual or other
document should define adequate procedures
to preserve aircraft while in storage. The areas of
preservation may include the following routine
maintenance:
Procedures for Inducting
Airframe:
 Installation of protective coverings and closing of all
external openings (except drains),
 Parking/mooring procedures,
 Installation of safety pins,
 Washing of aircraft (due to environment, may be
repetitive),
 Landing gear strut servicing, lubricating and protection
of the oleo,
 Tire inflation and rotation
Fuel system decontamination,
Primary and secondary flight control cycling and
lubrication,
Protection of windows,
Inspection of seats and carpet for
moisture/mildew (if stored in humid
environments),
Preserving lavatories and water systems, and
 Opening of closets, cabinets, and interior doors
to supply ventilation and to prevent mildew.
Engine/Auxiliary Power Unit (APU):
 Procedures to operate the engine/APU on an established interval,
 Complete preservation of the engine/APU)

Electrical:
 Opening/closing of circuit breakers,
 Battery servicing/disconnection,
 Removal of batteries from emergency devices such as megaphone,
flashlights, power supplies for emergency lights, emergency beacons,
etc., and

Operational Checks:
 Procedures to transition the aircraft from preservation to a state
acceptable for engine operations and operational checks of systems,
back to the preserved state, and Operational checks of hydraulics,
electrical, engine, fuel systems and avionics, etc.
PROCEDURES FOR RETURNING
Regardless of what procedures a certificate holder
has in its manual on preserving an aircraft in storage,
the manual must have procedures on how to return
an aircraft to airworthy condition once taken out of
storage. These procedures generally include:
1) Audit the current status of the aircraft to the
maintenance program and comply with required
tasks, including ADs, life limited components,
certification maintenance requirements, avionics
databases, etc.
2) Conduct other inspections and operational
checks, as deemed necessary, based on the
amount of time the aircraft was in storage and the
environment to which it was exposed.
3) Conduct any operational check flights or test
flights prior to return to service
THANK YOU AND
KEEP SAFE!!!!

END OF MODULE 1