A Guide to Thomson Airways Technical Log

Transcription

1 A Guide to Thomson Airways Technical Log THE FORMS USED IN THIS DOCUMENT ARE FOR ILLUSTRATION PURPOSES ONLY. Page 1 of 47 ENG/1232- Issue 17

2 THIS PAGE IS INTENTIONALLY BLANK Page 2 of 47 ENG/1232- Issue 17

3 CONTENTS Introduction Purpose Scope References Definitions Description EU-OPS Tech Log Entries Tech Log Error Handling Form Revision Numbers The Technical Log Aircraft Operator and Maintenance Contact Details Index of Documents Final Certificate of Release to Service (CRS) Aircraft Status Sheet Special Notes to Crew and/or Outstations Dent and Buckle Chart Flight Log Work Order Log Index of ATA References Certification Scenarios High Frequency Repeat Inspections Autoland Downgrades Pilot Deferrals Engineering Inflight Request Page 3 of 47 ENG/1232- Issue 17

4 INTRODUCTION PURPOSE: The purpose of this publication is to highlight the relevant documents that make up the Thomson Airways Aircraft Technical Log and to illustrate the procedures for making entries in them. SCOPE: To provide the user with an overview of the complete Thomson Airways Aircraft Technical Log. REFERENCES: The relevant publications and documents pertaining to the Thomson Airways Aircraft Technical Log are: Part M (M.A 306) MOE Form ENG/1399 CATP 14 CATP 22 CATP 28 - Operators Technical Log System - Maintenance Organisation Exposition - Recording of Work - Line ETOPS Manual - Line Maintenance Departmental Handbook - Base Maintenance Departmental Handbook DEFINITIONS: Authorised Personnel - Maintenance personnel issued with an appropriate Company Approval - Flight crews CATP EASA ETOPS EU-OPS - Company Approved Technical Publication - European Aviation Safety Agency - Extended Twin-Engine Operations - European Operations Requirements Page 4 of 47 ENG/1232- Issue 17

5 DESCRIPTION EU-OPS and PART M: The EU-OPS and Part M (M.A. 306) specify that an Operator must use an Aircraft Technical Log that has been approved by the Competent Authority when operating an aircraft for Commercial Air Transport use. Both the EASA and applicable EU-OPS Requirements will be satisfied. The Aircraft Technical Log is a legal document which is used for:- o Recording details of ALL maintenance carried out on the particular aircraft between scheduled Base Maintenance visits. o Recording Maintenance Data and Operating information relevant to Flight Safety for the notice of the operating crew. Entries in the Aircraft Technical Log form a permanent part of the Aircraft Records and any irregularities may invalidate the legality of such records. Only Authorised Personnel may make entries in the Aircraft Technical Log. AIRCRAFT TECHNICAL LOG ENTRIES Technical Log Entries shall be:- Accurate and as concise as possible. Written in BLOCK CAPITAL Letters. Written using a black/blue ballpoint pen such that the information is transferred to the bottom copy. AIRCRAFT TECHNICAL LOG ERROR HANDLING Any errors in the documentation will be handled in the following way:- Errors with Text Fields should have a line drawn through the error and initialled. The fields should not be obliterated. Errors with Check Boxes should be circled and the correct Check Box marked as required. Page 5 of 47 ENG/1232- Issue 17

6 FORM REVISION NUMBERS AND PROCEDURES The latest form revision numbers can be found:- By consulting the Thomson Airways Engineering CAMO Department. In the FORMS section in the Engineering Technical Publications Network Drive. Any up-to-date procedures may be found in the DDL (Digital Document Library): Operations Manual Part A. MOE (Part 2, Sections and 2.16). Line Maintenance Handbook (CATP 22). Line ETOPS Manual (CATP 14). Base Maintenance Departmental Handbook (CATP 28). AMOS General Procedures. THE AIRCRAFT TECHNICAL LOG The Technical Log is the current working record of the aircraft and may consist of: 1. The Aircraft Operator and Maintenance contact details. 2. The Index of Documents held in the Technical Log. 3. The Final Certificate of Release to Service (CRS); either Multi Signature Final CRS Single Signature Final CRS 4. The Deferred Defect /Aircraft Status Sheet Transferred (Deferred) Work Orders Aircraft Operational Downgrade Status 5. Special Notes to Crew and/or Outstations. 6. The Dent and Buckle Chart 7. The Flight Log 8. The Work Order Log 9. Engineering Inflight Request 10. Index of ATA References Page 6 of 47 ENG/1232- Issue 17

7 3. FINAL CERTIFICATE OF RELEASE TO SERVICE Part M (M.A 306) requires the current Final Certificate of Release to Service (CRS) for the last Scheduled Maintenance Inspection (SMI) to be contained in the Aircraft Technical Log. All aircraft details and inspection contents will be entered by the Planning / Technical Control Department. Single Signature Final CRS The Single Signatory Final CRS will normally be issued following Hangar Scheduled Maintenance Inspection. A Base Maintenance Certifying Engineer (BMCE), qualified to Part-66 Category C approval will certify it. The Reference Form Number is: ENG/1028B Single Signatory CRS Page 7 of 47 ENG/1232- Issue 17

8 Multi Signature Final CRS A Multi Signatory Final CRS will normally be issued following Line Scheduled Maintenance Inspection. It will be certified by appropriately approved certifying engineers in the different categories. Note The EXCEPTIONS at the bottom of both forms are the items which were not completed during the Inspection, but are not part of the basic work pack, and will be referred to in the CRS as except as otherwise stated. The Reference Form Number is : ENG/1028 Multi Signatory CRS Page 8 of 47 ENG/1232- Issue 17

9 4. DEFERRED DEFECT / AIRCRAFT STATUS SHEET The Deferred Defect / Aircraft Status Sheet is used to provide a record of those Work Orders that have been transferred (deferred) in accordance with the Minimum Equipment List (MEL), Configuration Deviation List (CDL) or other authorising document. It identifies the Deferral Authority used and details any operational Downgrade which may apply. Entries in the white blocks are made when a Work Order is initially transferred. Entries in the yellow blocks are made when a Work Order is subsequently closed. The Status Sheet is a single sheet: Note 1 When a Sheet is complete, it will be sent to the Technical Records Department. Note 2 A periodic cleanup (consolidation) of open entries in the status sheets will be carried out by Line Maintenance to ensure a minimum number of sheets are retained in the log at any time. Page 9 of 47 ENG/1232- Issue 17

10 AIRCRAFT STATUS SHEET FIELDS Title Block When raising a new sheet, enter the tail number of the aircraft here. Defect Initial Transfer Blocks For each Work Order Transfer: Transferred Work order Number 11 - enter the Work Order number that s being transferred. Defect Summary - enter a summary of the defect being transferred here. MEL/DDG/CDL/SRM/PERMIT - Circle the transfer authority and enter the applicable reference number MEL Cat - enter the interval type (A, B, C, D) Operational Downgrade (RVSM/ETOPS/AUTOLAND/APU/Other) Transfer Date - enter the relevant down grade as stated below:- Reduced Vertical Separation Minima (RVSM) Extended Twin Engine Operations capability (ETOPS) Autoland capability APU capability - enter the transfer date Due: Date/Flight Hours/Flight Cycles - - enter the date the rectification is to be carried out by And/or - enter the flight hours the repair is to be completed by. Enter +(H) where (H) = number of hours permitted by MEL or other transfer authority. And/or - enter the cycles by completing as follows. Enter + C where C = Number of cycles permitted by MEL or other transfer authority Transferred By - enter the name/stamp of the person doing the transfer Page 10 of 47 ENG/1232- Issue 17

11 Defect Closure Block When the original defect has been resolved, or the requirement has been replaced by a Scheduled Task, it can be closed in AMOS and the Aircraft Technical Log. This closure information must be recorded through a new Work Order and cross referenced here. Clearing Work Order Number - enter the rectification Work Order Number here. Certifiers ID Clearing Date - enter the name/stamp of the person closing the defect. Clearing Date -enter the date the repair was completed/work order was terminated. Page 11 of 47 ENG/1232- Issue 17

12 ENGINEERING INFLIGHT REQUEST This form will be used by Maintrol when requesting information from the flight crew Header Block Registration - enter the aircraft the request refers to Dated - enter the current date here Requested By - enter the name/stamp of person doing the request Contact Details - enter the requesters contact details Page 12 of 47 ENG/1232- Issue 17

13 Originating Documents - enter the originating document details. Description - enter the description of the request. Detailed Instruction - enter the detailed instructions Recording Instruction - enter the recording instructions (carried out by the flight crew) The Flight Request will be issued by Maintrol at Luton and placed in the front of the Technical Log. The Pilots will then carry out the request at next opportunity and respond as per the recording instruction. This will normally be through raising a Work order at the end of the flight sector. HIGH FREQUENCY REPEAT INSPECTIONS Occasionally Repeat Inspections may be required with a frequency that:- may not coincide with planned Scheduled Inspection. is specific to a limited number of aircraft in the fleet. Such Repeat Inspections would likely be generated for transferred (deferred) defects. Control Process When a requirement for a Repeat Inspection occurs a Work Order will be generated by Maintenance, detailing the problem and all inspection / termination requirements. It must clearly stipulate all the inspection constraints and termination requirements within the Action Taken Block on the Work Order. Line Engineers should inform Thomson Airways Maintrol as soon as the requirement is identified, and before aircraft is released to service. Hangar Engineers should inform short term planning as soon as the requirement is identified and before aircraft is released to service. The Work Order will then be transferred with a due date no later than the OCM termination date but clearly state the internal. In addition to the Transferral, an Aircraft Status Slip will also be raised when: the Repeat Inspection falls with 7 days (Hangar Check) OR is triggered by the Line Engineers. Page 13 of 47 ENG/1232- Issue 17

14 Upon entry into AMOS, this Repeat Inspection requirement will be noted and the Production Engineering Department will convert it to a Single Running Task Card, it can then be monitored for compliance through AMOS. The Production Engineering Department will then issue instruction to Maintenance to close down the Transferred Work Order and Aircraft Status Slip with reference to the amended control process now in place. Sign-off Process When a repeat inspection is carried out, it will be certified using a new Work Order from the Aircraft Technical Log (if the work was performed between scheduled maintenance) or an AMOS generated Work Order if the work was completed during Scheduled Maintenance). This Work Order will then be closed with reference back to the originating Single Running Task Card. Once the Task has been carried out, Central Data Entry (CDE) Team at Luton will report back its compliance within the AMOS system so that AMOS re-forecasts correctly. Page 14 of 47 ENG/1232- Issue 17

15 5. SPECIAL NOTES TO CREW AND / OR OUTSTATIONS This sheet is used to bring any variation from the normal aircraft system or normal operating procedure to the attention of the Flight Crew and/or Engineers. Page 15 of 47 ENG/1232- Issue 17

16 The Special Notes form consists of: Sheet Title Block When raising a new sheet, enter the A/C registration here. Individual Notice Info Blocks Note 1: Before entering or deleting a Special Note to Crew, Thomson Airways Maintrol must be informed. Notice Number - enter the next sequential Notice number here. Notice - enter a description of the Notice here, ensuring that it is relevant and applicable to A/C type, written in a way that can be understood by the intended audience and, if intended for Flight Crew, contact Flight Operations to agree the wording. Originating Date - enter the date the form was raised here Originator - enter the name/stamp of the person requesting or initiating the entry Individual Notice Closure Blocks Closure Date the next scheduled Hangar Maintenance, all current Special Notes will be reassessed by a responsible Supervisor for deletion or re-entry. Closed By The Reference Form Number is: Reason ENG/1000 Special Notes to Crew and/or Outstations. N o t e 2 : A t Page 16 of 47 ENG/1232- Issue 17

17 Page 17 of 47 ENG/1232- Issue 17 A GUIDE TO THOMSON AIRWAYS TECHNICAL LOG - e n t e r t h e d a t e t h e S p e c i a l N o t i c e i s b e i n g r e m o v e d - enter the name/stamp of the person cancelling the Special Notice enter the reason why the Special Notice is being removed.

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19 1. AIRCRAFT OPERATOR DETAILS & MAINTENANCE CONTACT DETAILS The Operators details on this sheet are required by Part M (M.A. 306), to be contained within the Aircraft Technical log. It will include the address and contact numbers of Thomson Airways Maintenance Control (Maintrol) at Luton. These phone numbers are for any Maintenance carried out while an aircraft is away from base, and the address to where the relevant pages from the relevant pages from the Technical Log are to be sent. The Reference Form Number: ENG/ Aircraft Operator and Maintenance Provider Contact Details. Page 19 of 47 ENG/1232- Issue 17

20 2. INDEX OF DOCUMENTS The Reference Form Numbers: ENG/1525 Index and Instructions for the Use of Documents in the Technical Log All Fleets. 5. SPECIAL NOTES TO CREW AND / OR OUTSTATIONS Page 20 of 47 ENG/1232- Issue 17

21 This sheet is used to bring any variation from the normal aircraft system or normal operating procedure to the attention of the Flight Crew and/or Engineers. Page 21 of 47 ENG/1232- Issue 17

22 The Special Notes form consists of: Sheet Title Block When raising a new sheet, enter the A/C registration here. Individual Notice Info Blocks Note 1: Before entering or deleting a Special Note to Crew, Thomson Airways Maintrol must be informed. Notice Number - enter the next sequential Notice number here. Notice - enter a description of the Notice here, ensuring that it is relevant and applicable to A/C type, written in a way that can be understood by the intended audience and, if intended for Flight Crew, contact Flight Operations to agree the wording. Originating Date - enter the date the form was raised here Originator - enter the name/stamp of the person requesting or initiating the entry Individual Notice Closure Blocks Closure Date - enter the date the Special Notice is being removed Closed By - enter the name/stamp of the person cancelling the Special Notice Reason - enter the reason why the Special Notice is being removed. Note 2: At the next scheduled Hangar Maintenance, all current Special Notes will be reassessed by a responsible Supervisor for deletion or re-entry. The Reference Form Number is: ENG/1000 Special Notes to Crew and/or Outstations. Page 22 of 47 ENG/1232- Issue 17

23 6. DENT & BUCKLE CHART Each Aircraft Technical Log Contains a set of Dent and Buckle Charts and Damage Summary Sheets. The purpose of these charts is to maintain a record of all allowable damage (dents, buckles, scores etc) until they are rectified by component replacement or permanent repair. The charts are designed to show:- Upper and lower surfaces Stabiliser and Wings. Left and Right sides Fuselage. Engine fan blade layout. Flight deck windscreens. RVSM Pitot & Static ports inspection area. High damage areas Dent & Buckle (D&B) Procedure o Cargo Doors o Aft Fuselage Each Pre-flight Inspection will include a visual check for skin damage. All new damage found is to be assessed prior to aircraft departure using the Structural Repair Manual (SRM) and/or the Engine Maintenance Manual. All allowable damage is to be paint marked and dated, then certified by an appropriately authorised Engineer. The Certifying Engineer must also record the damage information on: The next available Work Order this being the official Maintenance Release Certification. The appropriate Dent and Buckle Chart this is for Pilot/Engineer awareness and verification that the damage has been assessed as allowable by the designated Certifying Engineer. The Damage Summary Sheet this provides Pilots/Engineers with more detailed summary to verify it is that actual damage being viewed. It also logs originating Work Order and the identification of the Certifying Engineer. A separate Damage Assessment form (ENG/1037). This details exact damage details and structural location in a consistent format. The completed Form ENG/1037 is to be forwarded (Fax or ) with the White copy of Tech Log Work Order to Central Data Entry Team at Luton where, upon receipt, the information will be loaded directly into AMOS, and form part of the aircrafts electronic records. Note: Form ENG/1037 is available from Maintrol or the Thomson Airways Engineering Network. This Form includes check boxes to log any damage in a consistent format for inclusion into the A/C records. Note: Mechanics with Write Access to AMOS can load the data directly into the Structural Damage tab in the View/Edit Workorder screen (APN 2) instead of raising an ENG/1037. Page 23 of 47 ENG/1232- Issue 17

24 Dent & Buckle Drawings Three types of drawings are currently in use: The diagram below shows a typical example of a Dent and Buckle Chart used by Thomson Airways The diagram below shows a typical example of a Structural Damages Summary Sheet. Page 24 of 47 ENG/1232- Issue 17

25 Special Note: REDUCED VERTICAL SEPARATION MINIMUM (RVSM) CRITICAL AREAS When visual inspections are being carried out, particular attention is required around the Pitot Probes, Static Ports and Angle of Attack vanes as these are classed as critical areas for Reduced Vertical Separation Minima (RVSM). ALL damage in RVSM Areas, even if within SRM limits, must be reported to Maintrol. All damage will be re-appraised during major maintenance for permanent repair. A new Dent and Buckle chart will be issued at the end of the major check. RECORDING OF ALLOWABLE DAMAGE When recording allowable damage the emphasis should be on accuracy and detail as this forms part of the aircraft damage records. Work Order / ATA / Issue Date Provides clear reference to the originating event where the damage was found. References / Type What manuals / documentation was used to permit the damage Damage Type / Nature Type Damage Types incl Dent, Delamination, score Nature Types Incl Impact Damage, Leak, Spill, Environmental Location Station, Frame, Stringer Locations Dimension Diameter, length, width, depth as specified in the relevant Structural Repair Manuals for the damage type. Notes Any Re-Inspect requirements Entry Date Incl Stamp of person entering the damage Note Latest style D&B Charts are generated from the engineering AMOS computer system directly from the airplane records. Page 25 of 47 ENG/1232- Issue 17

26 7. THE FLIGHT LOG Page 26 of 47 ENG/1232- Issue 17

27 The Flight Log is used to record information about the flight sector just flown and record important information ready for next sector to be flown. The Flight Log has four main sections: 1. Post-Flight Section 2. Engineering Section 3. Pre-Flight Section 4. Stable Cruise Data Flight Log - Post Flight Section: This information is inputted by the Flight Crew to record. This section is also filled out by the Flight Crew and gives the following information: To - Enter the Station the aircraft flew to (3 letter code) Landing UTC : - Enter the time the aircraft landed in format HH:MM (UTC). From - Enter the Station the aircraft has flown from (3 letter code) Takeoff UTC : - Enter the time the aircraft took off in the format HH:MM (UTC). Landings - Enter the total number of Landings for this sector (is more than 1) Flight Time : - Enter the Flight Time in the format HH:MM Page 27 of 47 ENG/1232- Issue 17

28 - Tick the appropriate box(s) to indicate take-off power used. No of PIREPS Raised - Enter the number of Pilot reported faults here (if there were not faults during the sector, the Pilot must enter 0 or NIL. G- Registration - Enter the registration of the aircraft here. Aircraft Type - Enter the aircraft type here. Use 737 CL for /500 Use 737 NG for Use 757 for 757 Use 767 for /300 Use A32F for A320/A321 Use 787 for Date - Enter the date the Flight was flown (Take off date). Flight Number - Enter the Company Flight number. - Enter arrival Engine Oil information here - Enter arrival fuel information here Flight here once all previous entries are made. - The aircraft Commander will sign for the Post- Page 28 of 47 ENG/1232- Issue 17

29 Flight Log - The Engineering Section The Engineering Section is used to record details of : 1. any oil servicing and 2. any Scheduled Maintenance Service Check that may have been carried out by Maintenance Engineers. Each block has its own signature section to identify who supervised the applicable item. Engine Oil Servicing Block Arrival Fields - Enter Oil remaining for L & R Engines (cockpit gauges/indicators). Uplifted Fields Enter quantity of oil uplifted in Litres, (physical if uplifted) If NIL oil uplifted, enter NIL, 0 or strike out uplift block (cockpit gauges/indicators). Departure Fields - Enter departure contents. Hydraulic Oil Block If hydraulic oil is uplifted, enter uplift quantity against each hydraulic system in litres. If hydraulic oil not uplifted, enter NIL, 0 or strike it through. Key to Systems The following symbols are indicative of the relevant systems to the type of aircraft. - A system ; Left System 757, 767, 787; Green System - Airbus - Centre System - 757, 767, 787; Blue System - Airbus - B system 737; Right system 757, 767, 787; Yellow System - Airbus Page 29 of 47 ENG/1232- Issue 17

30 Signature Block If Engine Oil, IDG or Hydraulic oil is checked replenished or assessed by appropriately authorised Engineer, then certification is to be made in the CRS Statement. Certifiers ID / Rank Thomson Airways Engineers should impress their Company Stamp # in this field. Third Party Engineers should write their name and Maintenance Organisation Approval (MOA) Authority # in this field. Certifiers Signature Signature of the Authorised Engineer is entered in this box, certifying the Oil Replenishment has been performed correctly. This is a maintenance CRS Signature block. Scheduled Service Check To include 787 It is no longer necessary to delete those non applicable. ETOPS Check is no longer a separate check on any fleet type Daily Check is only applicable 737 CL & Airbus 48Hour check is only applicable 737 NG, 757 & 767, 787 Page 30 of 47 ENG/1232- Issue 17

31 Flight Log - Pre-Flight Section The Pre-Flight Section is used to record the departure state of the fuel quantity / distribution and antiicing/de-icing Fuel Details Block Pre-refuel Total - enter the amount of fuel on board aircraft prior to commencing the refuel. - Note: this may not agree with the inbound Commanders fuel remaining value due to fuel burn during APU and/or engine runs. Uplift - enter the amount of fuel uplifted into the aircraft. Departure 1 - this value refers to the fuel contents after the initial uplift, which may occur at any point during the found phase. Adjust +/- and Departure 2 - these values are for last minute fuel uplifts immediately before departure, if requested. Page 31 of 47 ENG/1232- Issue 17

32 Fuel Uplift Calculation Block Row 1 is for Normal (initial) Refuel readings. Row 2 is for the Adjustment Refuel readings. To convert fuel from kilograms to litres: Uplift in LITRES = Uplift in KG / SPECIFIC GRAVITY (SG) OF FUEL To convert fuel from kilograms to US gallons: Uplift in US GALLONS = Uplift in KG / 3 Example for calculating Uplift Total Prefuel Total Uplift Total fuel on board = 8,000kg = 10,200kg = 18,200kg Uplift in LITRES = Uplift in KG / SPECIFIC GRAVITY (SG) OF FUEL = 10,200 / 0.8 = 12,750 Litres Note: Use actual fuel SG provided by the Fuel Tanker driver. Uplift in US Gallons = 10,200 / 3 = 3,400 US Gallons Page 32 of 47 ENG/1232- Issue 17

33 The Fuelling Signature The signature on the Fuelling Certificate identifies the person who supervised the refuel. If a second refuel is needed for top-up purposes, this will be signed for by the Commander on the Commanders Acceptance Certificate. The person supervising the refuel should sign this block. If supervised by the Pilot - they should quote their rank and signature. If supervised by an Engineer - they should be appropriately authorised and use their company stamp and signature. Pre-Flight Signature Block The person who carried out the Pre-Flight Inspection should sign this block. If performed by the Pilot - they should quote their rank and signature. If performed by an Engineer - they should be appropriately authorised and use their company stamp and signature. Anti / De-icing Block When used, the Anti / De-icing block should be used to record : fluid application start time, the type of fluid used and the mix ratio of the fluid. Two blocks are provided, one for the initial fluid application and one for the second application (if required). The acceptance of each application is by the signature on the De-icing Form supplied by the De-Icing Company. One form per application is required and is retained by the Pilot in command. Page 33 of 47 ENG/1232- Issue 17

34 Commanders Acceptance Block Commander - Commanders Name Signature - Commanders Signature When the Pilot signs this block, he/she is signing for the final acceptance of the aircraft. It should only be signed when: All current Flight Log blocks have been completed and signed for. The A/C Status section at the front of the Technical Log has been reviewed and current operational status established. Anti / De-Icing Blocks have been completed (if applicable) and de-icing is to the commanders acceptance. Page 34 of 47 ENG/1232- Issue 17

35 8. WORK ORDER The Work order is used to record all maintenance carried out between Scheduled Maintenance. Page 35 of 47 ENG/1232- Issue 17

36 Accuracy of ALL information entered into a work order is essential to accurate maintenance forecasting from AMOS. There must be a new Work Order raised for each and every defect, Scheduled Check and/or Maintrol Work Request. Header Area This section provides a means of tracking through a unique 8 digit Serial Number (S/N).l It also enables a variety of links to related data for use in the engineering system. The person raising the defect must complete ALL Blocks. Flight Sector Linking Thie following fields provide verifiable link to the last Flight Sector, and the information is then used to link maintenance activity to current Aircraft Hours / Cycles within AMOS. G- Registration - denotes to which aircraft the Work Order refers. Date - enter the current date here. Flight Number - enter the Inbound Flight number here. From - enter the last departure airport 3 letter code (3LC) here. To - enter the current airport 3 Letter Code (3LC) here. Flight Log 16 - enter the Flight Log number here (8 digits inclusive of 16 ) Page 36 of 47 ENG/1232- Issue 17

37 Work Requirement Linking The following fields categorise the Work Order for Reliability purposes. Originator Who is raising the Work Order. Pilots can use their operations 3 letter code (3LC) or name TOM Engineers should use their AMOS Login ID. This is used to categorise the Work Order for System Reliability Analysis., this analysis is used within Engineering and Maintenance Department to verify performance of the Aircraft Maintenance Program (AMP) as required by both the aircraft operator and the Regulatory Authority. Pilot Report - should ALWAYS be ticked by the Pilot if the defect is noted during the last flight sector. Maint Report - should be ticked by the Engineer if the defect is noted during the current ground phase. Scheduled - should be ticked by Engineers if the work scope performed was requested by the Planning Department / Maintrol or if the work scope is a Troubleshooting / Rectification step for a previously Transferred (Deferred) Work Order. ATA Code Form ENG/ digit ATA codes should be used to ensure the correct ATA code is added to this field. This field is used within the AMOS system to compile Reliability Statistics/ Trends and Repetitive Defects analysis for the aircraft systems by fleet and registration. It may be different from the actual ATA of the defect; this should be entered in the Action Taken field This is the Work order number and it s pre-printed. Originating Task Linking If the work scope was driven by another task, that task can be referenced here. - enter the code to reflect the originating Document type here. F= Flight Log Number. W = another Work Order Number. T = a scheduled Task Card. C = Quality Assurance concession D = any other document. Document ID - enter the linked document identification unique number here: Work Order Number Task Card ID Concession Number Flight Log Number Page 37 of 47 ENG/1232- Issue 17

38 THE DEFECT/WORK REQUEST AREA Defect Description / Work Required Block This is the description of the Defect / Flight Deck Effect or Planning Work Request. It is MANDATORY that only 1 defect be referenced in any Work Order. With exception of Pilot Deferral at Non-Maintenance Bases, everything below this Line is MAINTENANCE ONLY. Action Taken Block Description of What action has been taken to enable the aircraft to fly, and who by. Many defects require complex maintenance actions to resolve and may involve more than one person. The Action Taken Block permits controlled staging of the maintenance activity, such that each step can be certified and inspected separately. If the Action Taken block is filled up, there may be requirement to carry on with the work steps on a Continuation Sheet. These are not part of the Aircraft Technical Log, but if any are used they should be referenced here. enter in this column the details of the person performing the work. Mech Certifiers ID enter in this column the details of the person inspecting the work. Thomson Airways Engineers should use their Company Stamp. Non-Thomson Airways Engineers should use their name and Authority Number. Page 38 of 47 ENG/1232- Issue 17

39 For Pilot Deferrals, the Pilot will clearly state that the defect is transferred to Aircraft Status Sheet, in the Action Taken Block. He/she will then sign and date the Action Taken Block below this statement. Work Order Closure Fields The work order is considered OPEN and the aircraft is not clear to fly unless these fields are certified Date - enter the current date here. Time : - enter the current time as HH:MM here Station - enter the current airport 3 Letter Code (3LC) here Maintenance Organisation - enter the Maintenance Organisation number Certifiers Signature - enter the Certifiers signature Certifiers ID - enter here the details of the person inspecting the work. Thomson Airways Engineers should use their Company Stamp or will require a Quality Assurance concession. If they have the concession, the concession number and their name is required. Non-Thomson Airways Engineers should use their name and Authority Number Work Order Transfer/Deferral Block This block is used if the defect has been given the proper authority for transferral, and must be completed by the person carrying out the Transfer (Pilot or Engineer). It is important to correctly annotate the Downgrades section if an operational downgrade results from this work order transfer. Transfer Date - enter the date the defect is being transferred here. Page 39 of 47 ENG/1232- Issue 17

40 The Originator must now choose one or more of the following three options: Due Date - enter the date by which the defect needs to be rectified (Calendar days). This is usually linked to the MEL Category and Transfer Date. Due Flight Hours enter the number of aircraft hours by which the defect needs to be rectified e.g. will indicate 36 hours limitation (this means that the originator does not need to calculate the actual total aircraft hours the actual total aircraft hours). Due Flight Cycles - enter the number of aircraft cycles by which the defect needs to be rectified e.g. +6 will indicate 6 cycles limitation (this means that the originator does not need to calculate the actual total aircraft cycles. Note: The MEL may quote a combination of Due Date/Due Hours/Due Cycles, in which case, any or all of the boxes may need to be annotated. AMOS will link actual aircraft hours and cycles to the defect when the Work Order is loaded into the Engineering and Maintenance system and this will be monitored / controlled by Maintenance. To accurately identify due hours or cycles remaining, either; Manually count Hours / Cycles flown from Work Order & Flight Log Audit. Refer to AMOS. Refer to Maintrol. For MEL Deferrals MEL Reference - enter the Minimum Equipment List (MEL) Reference and Category here. If a box is ticked in error, circle the error and tick the correct box. Category - enter the MEL category (A, B, C or D as applicable) For Non MEL Deferrals CDL/SRM/AMM/Concession - enter the (CDL/Structural Repair Manual (SRM/Concession #) Reference as an alternate approval authority. For Quality Assurance concession, quote the Concession and record the Concession Number in the Docs references Block at the top of the form. (Doc Type= C ). For ALL Deferals Reason - enter why the defect is being transferred here ie - Parts, Time and Manpower. If an operational downgrade results from the transfer, tick in the relevant box that indicates the affected category. Page 40 of 47 ENG/1232- Issue 17

41 If a box is ticked in error, circle the error and tick the correct box. Note: In addition to reproducing this info on the ADD/ASS sheet, this downgrade Information is loaded into the engineering AMOS system to feed System Reliability Monitoring screens. (Defect History, Aircraft Downgrades and Trends are monitored through this) Special Note Re NEF (Non-Essential Equipment & Furnishings) Deferrals Non-Essential Equipment & Furnishings include Non-Airworthiness items & installations that have no effect on the aircrafts airworthiness or its ability to operate safely under all operational conditions. Such Items may include, but are not limited to cosmetic trim, exterior paint, non-mandatory decals / placards that are serviceable but show evidence of being worn / soiled. Their installations will include, but are not limited to, The passenger cabin Flight deck Service bays Electronic equipment centres Crew rest areas Toilets galley NEF items are mentioned in the MEL under MEL , but due to their nature cannot be referenced directly and no MEL repair interval is defined. Instead, such items may be given despatch relief with reference to the Thomson Airways NEF Policy and its supporting Procedure LIN002a. NEF Items can initially be deferred with a repair interval of 30 days. If the defect cannot be rectified for operational based reasons, the Maintrol Defect Co-ordinator can authorise extension of the repair interval for a period up to, but not exceeding 90 days (120 days total) Subsequent extensions can only be authorised by Airworthiness by submission of Form ENG/1415 prior to the due date. For Tech Log Work Order NEF Deferrals, use the following format / data: Page 41 of 47 ENG/1232- Issue 17

42 For AMOS Work Order NEF Deferrals, use the following format / data: This is also detailed in AMOS User Guide APN002 (View/Edit Work Order) available on DDL COMPONENTS CHANGE AREA Note: This block will only be filled in by Engineers Component Change / Consumable usage Details Any parts replaced during this work orders workscope are entered here for inclusion in the aircraft maintenance records. 2. Parts required. If the Work Order needs to be transferred due to additional parts required, these part details are entered in this block. Note: The Certificate of Release to Service (CRS) Maintenance Signatory in the Work Order Closure section is also stating that these components have been Replaced / Tested in accordance with approved procedures. Page 42 of 47 ENG/1232- Issue 17

43 Work Orders can have 1 of 3 Status conditions: 1. Open Any or All of the following are true: 1. Work Order Header Block has been completed The aircraft is NOT clear to fly. 2. Deferred / Transferred 2. Defect / Work Required Block have been completed 3. Action Taken block is empty or remains uncertified 4. Closure Signatory remains unsigned All of the following are true: 1. Work Order Header completed. 2. Defect / Work Required block completed 3. Action Taken block filled in and signed (Pilot or mechanic). 4. White Closure Section is certified by appropriately authorised maintenance mechanic to confirm the defect has been assessed for continue in service i.a.w. approved documentation. Note: The signature block is not filled in for Pilot transfers as this is a maintenance CRS. 5. Yellow Transfer Section is filled in with MEL Downgrade Limits. 6. A corresponding Deferred Defect / Aircraft Status Sheet entry is open 7. White & Yellow copies of both the Work Order & ASS Sheet have been removed from the tech log. Note: Only the Yellow copy is to be removed for pilot transfers or at non-uk maintenance sites. The a/c IS cleared to fly, but may have associated downgrade, or operational / maintenance procedures to be considered. 3. Closed All of the following are true: 1. Work Order Header completed. 2. Defect / Work Required block completed 3. Action Taken block filled in and signed (Pilot or mechanic). 4. White Closure Section is certified by appropriately authorised maintenance mechanic to confirm the defect has been assessed for continue in service i.a.w. approved documentation. The a/c IS cleared to fly, And there are no associated downgrade, or operational / maintenance procedures to be considered. Note: The signature block is not filled in for Pilot transfers as this is a maintenance CRS. 5. White & Yellow copies removed from the pad. Note: Only the Yellow copy is to be removed for pilot transfers. Page 43 of 47 ENG/1232- Issue 17

44 SPECIAL CERTIFICATION SCENARIO S ENGINEERING INFLIGHT REQUEST This form will be used by Maintrol when requesting information from the flight crew Header Block Registration - enter the aircraft the request refers to Dated - enter the current date here Requested By - enter the name/stamp of person doing the request Contact Details - enter the requesters contact details Page 44 of 47 ENG/1232- Issue 17

45 Originating Documents - enter the originating document details. Description - enter the description of the request. Detailed Instruction - enter the detailed instructions Recording Instruction - enter the recording instructions (carried out by the flight crew) The Flight Request will be issued by Maintrol at Luton and placed in the front of the Technical Log. The Pilots will then carry out the request at next opportunity and respond as per the recording instruction. This will normally be through raising a Work order at the end of the flight sector. HIGH FREQUENCY REPEAT INSPECTIONS Occasionally Repeat Inspections may be required with a frequency that:- may not coincide with planned Scheduled Inspection. is specific to a limited number of aircraft in the fleet. Such Repeat Inspections would likely be generated for transferred (deferred) defects. Control Process When a requirement for a Repeat Inspection occurs a Work Order will be generated by Maintenance, detailing the problem and all inspection / termination requirements. It must clearly stipulate all the inspection constraints and termination requirements within the Action Taken Block on the Work Order. Line Engineers should inform Thomson Airways Maintrol as soon as the requirement is identified, and before aircraft is released to service. Hangar Engineers should inform short term planning as soon as the requirement is identified and before aircraft is released to service. The Work Order will then be transferred with a due date no later than the OCM termination date but clearly state the internal. In addition to the Transferral, an Aircraft Status Slip will also be raised when: the Repeat Inspection falls with 7 days (Hangar Check) OR is triggered by the Line Engineers. Page 45 of 47 ENG/1232- Issue 17

46 Upon entry into AMOS, this Repeat Inspection requirement will be noted and the Production Engineering Department will convert it to a Single Running Task Card, it can then be monitored for compliance through AMOS. The Production Engineering Department will then issue instruction to Maintenance to close down the Transferred Work Order and Aircraft Status Slip with reference to the amended control process now in place. Sign-off Process When a repeat inspection is carried out, it will be certified using a new Work Order from the Aircraft Technical Log (if the work was performed between scheduled maintenance) or an AMOS generated Work Order if the work was completed during Scheduled Maintenance). This Work Order will then be closed with reference back to the originating Single Running Task Card. Once the Task has been carried out, Central Data Entry (CDE) Team at Luton will report back its compliance within the AMOS system so that AMOS re-forecasts correctly. AUTOLAND DOWNGRADES If a defect arises that affects the Autoland System, the defect may require multiple resources and skills to resolve it. Following initial investigation, any corrective action may involve multiple function checks and will always need to be verified by an Autoland System Test. This Autoland System Test must be carried out by an appropriately authorised Engineer. If the defect Investigation / Rectification / Function Tests and subsequent Autoland System Testing / Re-certification cannot be achieved prior to next flight, a separate work order needs to be generated and transferred for each of the outstanding requirements. Example Work Order 1 - Investigate / Repair / Function Test the faulty component. Work Order 2 - Test / Re-certify the Autoland System. In above example, both Work Orders would be transferred in accordance with the same MEL limitations and both must be resolved before the aircraft is re-certified to full autoland capability. PILOT DEFERRALS If the pilot is required to transfer (defer) a defect down-route, or at an unmanned Maintenance Base, the following process will apply: 1. The Pilot raises the defect Work Order and defect description as per normal Procedure #. 2. The Pilot will write in the Action taken block Defect transferred to the Aircraft Status Sheet in accordance with the MEL, then he will sign and date it just below this text. 3. The Pilot will complete the Transfer Section of the Work Order with deferral details, time limits etc, but DOES NOT sign the CRS block. 4. The Pilot will raise the next available Aircraft Status Sheet and copy the Work Order Transfer block information into it. Page 46 of 47 ENG/1232- Issue 17

47 5. The Pilot remove and hand the middle (yellow) copy of the Work Order to the Handling Agent along with the middle (yellow) copy of the Flight Log. 6. The Pilot will inform Maintrol of these actions as soon as possible so that Maintrol are aware of the Aircraft Status. At the next visit to the aircraft by a Thomson Airways Engineer: 1. The authorised Engineer will review Aircraft Technical Log Status Sheets and Work Orders. 2. For any Pilot transferred Work Orders, the appropriately authorised mechanic will verify that all required fields are completed correctly (including ATA references, downgrade information, due dates etc) on both the originating Work Order and the Aircraft Status Sheet. 3. The authorised Engineer will then remove the following sheets and fax/ /route to Luton for AMOS update: a. The top (white) copy of the originating Work Order b. The top (white) copies of any used Flight Log Sheets. Page 47 of 47 ENG/1232- Issue 17