Sofema Aviation Services (SAS) www.sassofia.com reviews key trigger events which have influenced the introduction of modifications to the requirements of Maintenance Check Flights.
Introduction
Following a number of recommendations, the European Aviation Safety Agency (EASA) has implemented new requirements for maintenance check flights.
- EASA has recognized the importance of these flights and has taken steps to improve their effectiveness.
- EASA has also implemented new requirements for maintenance check flights to include additional safety checks and inspections. For example, the agency requires the inspection of flight control surfaces and systems, landing gear, and emergency equipment during these flights.
- EASA has created new procedures for recording maintenance check flight results, which must be reported to the relevant authorities.
- One post-accident recommendation that has driven EASA’s implementation of new maintenance check flight requirements is the need for enhanced pilot and crew training.
o The agency has mandated that pilots receive more extensive training and undergo simulator assessments before undertaking maintenance check flights.
Accident to Airbus A320 – D-AXLA (Fatalities)
BEA report on the accident on 27 November 2008 off the coast of Canet-Plage to the Airbus A320-232 registered D-AXLA operated by XL Airways Germany – See details
One of the contributing causes was incorrect maintenance procedures, which allowed water to enter the angle-of-attack (AOA) sensors. During fuselage rinsing with water before painting, three days before the flight, the AOA sensors were unprotected. As specified in the Structure Repair Manual by Airbus, fitting a protection device on AOA sensors before these tasks are mandatory. The water was able to penetrate inside the sensor bodies, then froze in flight, rendering two of three of the sensors inoperative, thus removing the protection they normally provided in the aircraft’s flight management system.
The primary cause of the accident was that the crew attempted an improvised test of the AOA warning system, not knowing that it was not functioning properly due to the inoperative sensors. They also disregarded the proper speed limits for the tests they were performing, resulting in a stall.
Outcome: The proposed amendments to the Air Operations Regulation introduce maintenance check flights as flight types that an operator may conduct under different applicable requirements compared to those applicable for ‘regular’ flights (refer to new Section 5 ‘Maintenance check flights (MCFs)’ of Subpart E of Annex VIII. Other non-revenue flights are
Safety Recommendations from the BEA Report
- ‘That EASA detail in the EU-OPS the various types of non-revenue flights that an operator from an EU state is authorised to perform.’
- ‘That EASA requires that non-revenue flights be described precisely in the approved parts of the operations manual, this description specifically determining their preparation, programme and operational framework as well as the qualifications and training of crews.’
Outcome:
- The proposed amendments to the Air Operations Regulation will require operators conducting Level A maintenance check flights (as defined in SPO.SPEC.MCF.100) with
o A dedicated manual and dedicated flight check programmes (refer to SPO.MCF.110 and 115) and
o Adequate coordination with the organisation in charge of the continuing airworthiness of the aircraft and the maintenance organisation (GM M.A.301(8) and AMC 145.A.50(e)).
o SPO.SPEC.MCF.115 will require operators conducting Level A maintenance check flights to choose adequate crew, have the pilot-in-command minimum flying experience (flown hours) and have followed maintenance check flight training.
Boeing 737-73V, G-EZJK Near Accident (Aircraft Recovered)
A flight control manual reversion check was being conducted as part of a post-maintenance check flight. During the check, the aircraft pitched rapidly nose-down, descending approximately 9,000 ft before control was recovered. A number of maintenance and airworthiness check issues were identified and safety recommendations have been made.
- At a simplistic level, the sequence of events leading to the in-flight incident can be directly attributed to the wording of the customer request form, which recorded the aircraft was out of trim in the nose-down direction rather than the nose-up direction identified by the pilot. Incorrect transcription of maintenance paperwork is a common human factors problem.
- Robust procedures and organisational safeguards should prevent the point being reached where aircraft safety is put at risk as a consequence.
- In this incident, the circumstances which initiated the sequence of events can be traced to the fact that the pre-maintenance delivery shakedown flight was not adequately planned, controlled or communicated between the operator and the MROs.
- There was no written procedure available to all parties that defined the process or the key personnel and their roles and responsibilities
Safety Recommendations
- ‘It is recommended that the European Aviation Safety Agency require AOC operators to have, and comply with, a detailed procedure and a controlled test schedule and record of findings for briefing, conducting and debriefing check flights that assess or demonstrate the serviceability or airworthiness of an aircraft.’
- The proposed amendments to the Air Operations Regulation will require operators to conduct Level A maintenance check flights (as defined in SPO.SPEC.MCF.100) with a dedicated manual and dedicated flight check programmes (refer to SPO.MCF.110 and 115) and adequate coordination with the organisation in charge of the continuing airworthiness of the aircraft and the maintenance organisation (GM M.A.301(8) and AMC 145.A.50(e)).
- ‘It is recommended that the European Aviation Safety Agency provide guidance on minimum crew proficiency requirements and recommended crew composition and training for those undertaking check flights that assess or demonstrate the serviceability or airworthiness of an aircraft.’
- The proposed amendments to point SPO.SPEC.MCF.115 of the Air Operations Regulation will require operators conducting Level A maintenance check flights to choose adequate crew, have the pilot-in-command minimum flying experience (flown hours) and have followed maintenance check flight training.
Next Steps
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Tags:
accident, Air Operations, Airbus A320, Aircraft Maintenance, Angle of Attack Sensor, aviation safety, Check flights, D-AXLA, EASA Maintenance Check Flight, European Aviation Safety Agency (EASA)
