PPM Chapter 13 – Maintenance Documentation and Procedures
Electronic Flight Log
A cycle is defined as a takeoff to landing (including a touch and go), and additionally any exceedance of the rated power torque seting (e.g. APR event). Cycles must be recorded in the Landings field in the EFL.
If oil is required to be added, the CPT may do so under the guidance of the duty engineer. They must raise an AML detailing the added oil and defer it as an NAD.
At the completion of a duty, the CPT must select Synchronise Data to send the EFL data to the server.
Daily Flight Log
Where the EFL is unavailable, use the DFL (hard copy in the cockpit). The operation is the same as the EFL, including trend and Delta T data. At the completion of the duty, the DFL must be faxed or emailed to Technical Records.
Aircraft Maintenance Log
An AML must be raised for any abnormal instrument indication, abnormal behaviour of the aircraft, exceedance of any operational limit, or defect of the aircraft. If the defect occurs after commencing taxi for departure, the port should be the destination port. Give as much detail as possible to aid in troubleshooting, including regime of flight, any troubleshooting performed, error codes, etc.
Maintenance Completion Procedure
Note
If an AML is raised due to observed engine smoke, erratic engine indications, and intermitent warnings of tail pipe hot or bleed air leak, an SMS must be submitted.
If the defect occurs after commencing taxi for departure, the port should be the destination port. Give as much detail as possible to aid in troubleshooting, including regime of flight, any troubleshooting performed, error codes, etc.
If MEL / CDL is invoked, write in action section:
MEL / CDL invoked
If item is not airworthiness defect, write in action section:
Deferred defect / damage Class x
If MEL / CDL is invoked with PIC maintenance procedure, write in action section:
PIC maintenance item completed IAW MEL x
One entry for each deferred defect
Note
Must be completed if PIC maintenance action was carried out
The aircraft is deemed to be airworthy when the last completed maintenance action is certified on the CRS. This means that if 5 maintenance items were completed on one day, only the last one would need to be included on the CRS.
Use the CRS to determine if there are any expired or expiring MELs which may impact the duty. The CRS must be completed by the CPT whenever pilot maintenance actions are carried out.
AML Distribution
The white copy is used to record the defect. It is handed directly to engineering at capital city ports or emailed to tech records. If an aircraft is grounded, leave the white copy in the book.
The pink copy is used for deferred defects only and placed in the plastic sleeve in the AML folder. The yellow copy remains in the book as a reference of previous issues.
Min Equipment List (MEL)
The use of the MEL is not approved once the aircraft becomes airborne. Once the aircraft commences taxi, any failure must be handled as per the QRH. If a failure occurs prior to becoming airborne, the MEL must be consulted before takeoff. If the failure is not included in the MEL, the flight must not depart.
Config Deviation List (CDL)
The CDL covers external items which may be missing from the aircraft for dispatch. CDL items are deferred for 4 days.
Non Safety Related Defects
For where an MEL or CDL does not exist. Pilot or LAME may defer the fix provided the defect or damage does not affect safe operation of the aircraft including:
- aircraft primary structure
- aircraft controllability or performance
- aircraft restraint of cargo, equipment, persons, or
- aircraft fire constraint system
In determining defects ability to affect these items, consider AFM / AOM and systems, as well as aircraft's ability to comply with the CASRs.
Classifications:
- Class 1 - defect is aesthetic (visual) nature only
- Class 2 - defect is related to PAX convenience item (e.g. gally equipment, reading lights, etc)
- Class 3 - defect is allowable in accordance with AFM, AMM, CMM, CAMO, or engineering order
- Class 4 - defect is not major defect, does not involve major damage (i.e. will not affect the safety of the aircraft or cause it to become a danger to person / property):
- does not affect airworthiness
- aircraft can still operate in accordance with flight manual
- does not relate to system or item of operational / emergency equipment that the regulations require to be serviceable, or that is required by the AFM, AOM
Note
When defecting class 3 / 4 criteria, seek guidance of engineering
For Info
Flight crew can provide engineering with useful information which doesn’t necessarily reflect an unserviceability using the term FOR INFO. This may include examples such as ‘RAM DOOR OPEN LIGHT ON IN FLIGHT’.
Where this method is used, the AML shall be deferred as an NAD but for 7 days, and include it on the Deferred Defects list.
Line Check 1 (LC1)
An LC1 must be completed every 96 hours (4 days) and 25 flight hours. The LC1 will be detailed on the EFL and endorsed on the CRS.
Lightning Strike
Following a lightning strike, crew must test all communication and navigation radio equipment in flight, and atier landing, check the compass on all four quadrant headings.
An AML must be raised stating the location of the lightning strike, the function of radios and compass, and the configuration of the aircraft at the time.
Bird Strikes
The ARO or ATC must be notified following a suspected bird strike so a runway inspection may be carried out. An SMS must also be submited for any known or suspected bird strikes.
If a bird strike is suspected during departure and there is evidence of engine/airframe abnormality, consider diversion to the nearest suitable airport.
Following a bird strike, the FO must complete a Crew Change external walk around. Any evidence of major damage, impact with propellers, ingestion into any engine intake must be recorded in an AML. If there is no defect or damage found, the aircraft may continue operating.
Prior to the next flight (or prior to shutdown if this is your last flight in the aircraft), test the ice protection.
Flight Through Turbulence Inspection Requirements
Following flight through severe turbulence, an AML must be raised and an engineering inspection completed prior to the next departure.
Operations in Organic Ash or Dust
An SMS must be submited for any operations in organic ash (e.g. bushfire smoke) with a visibility less than 10km. If ash is evident on the airframe during post flight inspections, the duty engineer must be notified.