Occasionally in depth maintenance or complex repairs on an airframe is required to maintain equipment in an operational status. Depot level repairs would include major alterations or refurbishing of an asset due to age or upgrade far beyond the capabilities of the organizational level requiring industrial facilities not available elsewhere. Special Depot Level Maintenance (SDLM) commonly performs overhaul operations on airframes in need of such attention.
Aircraft Maintenance Elements
The aircraft maintenance elements of AVIM (Aviation Intermediate Maintenance) and AVUM (Aviation Unit Maintenance) units are responsible for unit-level maintenance of aircraft that is beyond the capability or responsibility of the crew chief.
A. Scheduled Maintenance
To effectively perform its mission, the aircraft maintenance section must perform the following scheduled maintenance tasks:
Perform scheduled phase/periodic maintenance inspections assisted by the crew chief and aircraft component repair section personnel.
Comply with SOF or unit-level TBs requiring onetime or recurring inspections of aircraft in coordination with the quality control element.
Perform operator maintenance on GSE assigned to the section.
B. Unscheduled Maintenance
The aircraft maintenance section will often have to perform unscheduled maintenance. This requirement normally results from the replacement of a component; for example, the crew chief needs help with replacement of a UH-60 main module. The crew chief or other personnel will handle the majority of unscheduled maintenance actions, as determined by the maintenance officer, in coordination with the appropriate company commander/platoon leader.
C. Deferred Maintenance
Minor faults noted during daily inspections that do not affect mission readiness or the safe operation of the aircraft might be deferred until the next scheduled inspection. The more faults deferred, however, the more delays when the aircraft receives scheduled maintenance. Minor faults deferred due to shop backlog or awaiting replacement parts will be reentered from DA Form 2408-13-1 (Aircraft Maintenance and Inspection Record) or DA Form 2408-13-3 (Aircraft Technical Inspection Worksheet) to DA Form 2408-14-1 (Uncorrected Fault Record Aircraft) only after a valid requisition document number or work order number has been received. The entries will be reentered back to DA Form 2408-13-1 and signed off when corrected. To ensure flight safety, the following factors must be considered before classifying a deficiency for deferred maintenance:
No flight safety faults are considered for deferred maintenance.
Aircraft must be grounded for maintenance if there is a reasonable doubt about flight safety.
A large number of deferred faults that do not present SOF problems on an individual basis may degrade aircraft reliability when considered collectively.
D. Other Duties
Aircraft maintenance element personnel may also provide maintenance support teams as required and assistance in maintaining GSE.
Aircraft Maintenance Reporting Requirements
Occurrences of the following events are required to be reported:
Fires caused by a system or equipment failures, malfunction, or defect.
An engine exhaust system failure, malfunction or defect that causes damage to the engine, adjacent aircraft structure, equipment or components.
The accumulation or circulation of toxic or noxious gases in the flight deck or passenger cabin.
A malfunction, failure or defect of a propeller control system.
Flammable liquid leakage in areas where an ignition source normally exists.
A brake system failure caused by structural or material failure during operation.
A significant aircraft primary structural or material failure caused by any autogenously condition (fatigue, under strength, corrosion).
Any abnormal vibration or buffeting caused by a structural or system malfunction, defect or failure.
An engine failure.
Any structural or flight control system malfunction, defect, or failure that causes an interference with normal control of the aircraft or that derogates flying qualities.
A complete loss of more than one electrical power generating system or hydraulic power system during a given operation of the aircraft.
A failure or malfunction of more than one attitude, airspeed or altitude instrument during a given operation of the aircraft.
Given below are the things that needs to be reported:
a) Each report shall be made to the Aircraft Certification Office (ACO) in the region in which the person required to make the report is located, within 24 hours after it has been determined that the failure, malfunction or defect has occurred. However, a report due on a Saturday or Sunday may be delivered on the following Monday. One that is due on a holiday may be delivered on the next workday.
A b) Each report shall be transmitted in a manner and form acceptable to the Administrator and by the most expeditious method available.
A c) Each report shall include as much of the following information as available and applicable:
Aircraft serial number
When the failure, malfunction or defect is associated with an article approved under a Technical Standard Order authorization, the article serial number and model designation.
When the failure malfunction or defect is associated with an engine or propeller, the engine or propeller serial number.
Identification of the part, component or system involved. The identification must include the part number.
Nature of the failure malfunction or defect.
The process includes the following steps:
Establish information to report
Establish means of reporting
Determine whom to report to Collect, monitor, and investigate safety event
Determine if safety events need to be reported
Report safety occurrences
Keep FAA informed of progress and follow-up report
The extent of maintenance performed on specific items is often restricted by time limitations. Limitations are normally stated in number of days allowed to repair a certain item and are subject to fluctuation. Availability of repair parts and shop workloads are considerations in determining whether time limitations will be exceeded. Various headquarters may establish time repair limitations for their units based on local conditions and on TB 43-0002-3.
California Shock Trauma Air Rescue. (n.d). Retrieved February 18,2005, from Calstar
Web site: http://www.calstar.org/aboutus.html
Civil Air Patrol Aircraft Maintenance Management. (2000). Retrieved February 17,2005, from www.cawg.cap.govWeb site: http://www.cawg.cap.gov/Files/Supplements/cawg66-1.pdf
Complete Aircraft Management Solutions. (n.d). Retrieved February 17, 2005, from www.campsys.comWeb site: http://www.campsys.com/Brochure.PDF
Conduct Ramp Inspection of operator's aircraft. (n.d). Retrieved February 18, 2005, from www.faa.govWeb site: http://www.faa.gov/avr/afs/faa/8300/8300_vol3/3_003_00.pdf
V-22 Osprey Maintainability. (2005). Retrieved February 18, 2005 from GlobalSecurity.org
Web site: http://126.96.36.199/military/systems/aircraft/v-22-maintain.htm