All aircraft must undergo a certain amount of maintenance. What exactly does it take to keep an aircraft flying safely and efficiently? Depending upon whom you ask, you will get many answers such as, strict scheduling of preventive maintenance, meticulous documentation, preventive and predictive measures, and stringent adherence to the Federal Aviation Regulations. Furthermore, the skill, training and dedication of maintenance personnel also play a critical role in keeping an aircraft flying safely and efficiently.
When an aircraft is built, the manufacturer creates a maintenance program for the operator. There are representatives from the Federal Aviation Administration, the manufacturer, subcontractors, and personnel from the airline that purchased the aircraft, all of whom form a review board that develops a maintenance program.
An aircraft has a useful operational life of generally 15 years, and at periodic times throughout those 15 years the aircraft comes in for heavy maintenance where the aircraft is essentially stripped down and rebuilt. In-between the heavy maintenance schedules, the aircraft are scheduled for a variety of maintenance checks. Each maintenance check will involve a specific part of the aircraft. These preventive maintenance activities are designed to keep an aircraft safe and reliable. There are schedules, standards and routine repairs that are clearly spelled out in aircraft maintenance manuals. Each specific aircraft is looked at on a particular schedule. Furthermore, there are a sequence of daily inspections of certain items, i.e. tires, brakes and fluid levels. The aircrew will also perform similar group of tests, every day that the aircraft flies. During every landing of the aircraft there is a walk around inspection made to make sure that no tires have torn and no fluid lines are leaking.
An aircraft will go through a series of checks based on flying time. There are A, B, and C checks made on an aircraft. An aircraft will come in for an "A" check after a specific number of flight hours that the aircraft is in service. An "A" check is a more intensive inspection. Next, an aircraft will come in for a "B" check. Usually a "B" check is a detailed inspection plus a lube job, and can be performed overnight. After a specific number of days, an aircraft will come in for a "C" check, which is usually a two or three day detailed inspection. Basically, everything that moves are checked during this inspection, plus the carpet and seat covers are replaced as necessary to make the interior new looking. After a specific number of days, an aircraft is brought into the maintenance for a complete overhaul. A complete overhaul of the aircraft is where the aircraft is essentially stripped down and rebuilt. When an airline has an aircraft that costs anywhere from 50 - 150 million dollars each, an airline can't afford to take that aircraft out of service for maintenance for extended periods of time. So the next logical step is to break the maintenance schedule down into smaller, more manageable pieces.
Many aircraft components have a specific age limit, which means that after a specific time cycle, the components are replaced with a rebuilt one. The replaced component is sent to a component shop to be inspected, rebuilt and tested. The idea is to replace specific components prior to their failure in order to prevent escalated maintenance costs on a totally rebuilt component.
An aircraft mechanic, who is licensed through the Federal Aviation Administration (FAA), generally performs the maintenance required on the aircraft. The aircraft mechanic's license is good for life. However, the FAA can revoke the license. The Federal Aviation Administration (FAA) requires aircraft maintenance technical training schools and universities who teach an aviation maintenance program to meet a minimum of 1900 hours of training for an individual to be considered eligible for an Airframe and Powerplant mechanic license. The current 14 CFR Part 147 requires 400 hours of general knowledge training, with 750 hours training for airframe and 750 hours for powerplant knowledge training. Thus, this is a total of 1900 hours of training that the FAA has required schools to meet in order for an individual to obtain an airframe and powerplant license. An individual may also meet the requirements if the individual has 30 months of combined work experience on airframes and powerplants (such experience is usually gained through military service). If an individual meets the requirements stated above, they may make an application for the mechanic certificate.
In addition to being a realtor, I also have an Airframe and Powerplant Mechanic License issued from the Federal Aviation Administration. In addition, I have an Associate Degree in Aviation Maintenance Technology, A Bachelor Degree in Aviation Management, and a Graduate Degree in Aeronautical Science. I flew 2,500 hours in the Air Force on the Medical Aero evacuation Aircraft, and served on our local Airport Authority Board.
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