Aircraft Maintenance Checks

Aircraft maintenance checks are periodic inspections that have to be done on

all commercial/civil aircraft after a certain amount of time or usage; military
aircraft normally follow specific maintenance programmes which may or may
not be similar to those of commercial/civil operators. Airlines and other
commercial operators of large or turbine-powered aircraft follow a
continuous inspection program approved by the Federal Aviation
Administration (FAA) in the United States, or by other airworthiness
authorities such as Transport Canada or the European Aviation Safety
Agency (EASA). Under FAA oversight, each operator prepares a Continuous
Airworthiness Maintenance Program (CAMP) under its Operations
Specifications or "OpSpecs". The CAMP includes both routine and detailed
inspections. Airlines and airworthiness authorities casually refer to the
detailed inspections as "checks", commonly one of the following: A check, B
check, C check, or D check. A and B checks are lighter checks, while C and
D are considered heavier checks.

A check
This is performed approximately every 400-600 flight hours or 200–300
cycles (takeoff and landing is considered an aircraft "cycle"), depending on
aircraft type.[3] It needs about 20–50 man-hours and is usually performed
overnight at an airport gate. The actual occurrence of this check varies by
aircraft type, the cycle count, or the number of hours flown since the last
check. The occurrence can be delayed by the airline if certain
predetermined conditions are met.

B check
This is performed approximately every 6-8 months. It needs about 120-150
man-hours, depending on the aircraft, and is usually completed within 1–3
days at an airport hangar. A similar occurrence schedule applies to the B
check as to the A check. However, B checks may also be incorporated into
successive A checks, i.e.: Checks A-1 through A-10 complete all the B check
items.
C check
This is performed approximately every 20–24 months or a specific amount of
actual flight hours (FH) or as defined by the manufacturer. This
maintenance check is much more extensive than a B check, requiring a large
majority of the aircraft's components to be inspected. This check puts the
aircraft out of service and until it is completed, the aircraft must not leave
the maintenance site. It also requires more space than A and B checks. It
is, therefore, usually carried out in a hangar at a maintenance base. The
time needed to complete such a check is generally 1–2 weeks and the effort
involved can require up to 6,000 man-hours. The schedule of occurrence
has many factors and components as has been described, and thus varies by
aircraft category and type.

D check
This is by far the most comprehensive and demanding check for an airplane.
It is also known as an IL or "heavy maintenance visit" (HMV). This check
occurs approximately every 6 years. It is a check that more or less takes
the entire airplane apart for inspection and overhaul. Even the paint may
need to be completely removed for further inspection on the fuselage metal
skin. Such a check can generally take up to 50,000 man-hours and 2
months to complete, depending on the aircraft and the number of
technicians involved. It also requires the most space of all maintenance
checks, and as such must be performed at a suitable maintenance base.
The requirements and the tremendous effort involved in this maintenance
check make it by far the most expensive, with total costs for a single visit
ending up well within the million-dollar range.

Because of the nature and the cost of such a check, most airlines —
especially those with a large fleet — have to plan D checks for their aircraft
years in advance. Often, older aircraft being phased out of a particular
airline's fleet are either stored or scrapped upon reaching their next D check,
due to the high costs involved in comparison to the aircraft's value. On
average, a commercial aircraft undergoes three D checks before being
retired. Many maintenance, repair and overhaul (MRO) shops claim that it is
virtually impossible to perform a D check profitably at a shop located within
the United States. As such, only a few of these shops offer D checks.

Given the time requirements of this check, many airlines use the opportunity
in order to also make major cabin modifications on the aircraft, which would
otherwise require an amount of time that would have to put the aircraft out
of service without the need for an inspection. This may include new seats,
entertainment systems, carpeting, etc.

Maintenance Review Board (US)

In the United States, initial aircraft maintenance requirements are proposed
in a Maintenance Review Board (MRB) report[5] report based on Air
Transport Association (ATA) publication MSG-3 (Maintenance Steering Group
– 3rd Task Force).

Modern transport category airplanes with MSG-3-derived maintenance

programs employ usage parameters for each maintenance requirement such
as flight hours, calendar time, or flight cycles. Maintenance intervals based
on usage parameters allow more flexibility in scheduling the maintenance
program to optimize aircraft utilization and minimize aircraft downtime.
What's This 'A' Check, 'C' Check
Stuff?

Aircraft inspections defined

Last month, I discussed the derivation of Maintenance Review Board (MRB)
tasks. Let's now examine how they are grouped into efficient work packages.

Packages are constructed by dividing the maintenance tasks into convenient,

bite-size chunks to minimize the time the airplane is out of service, to keep
the maintenance workload level, and to maximize the use of maintenance
facilities.

Scheduled maintenance tasks are grouped into work packages known as

blocks. The complete package is sometimes referred to as a complete
overhaul cycle. The concept is called block maintenance or sometimes
progressive maintenance.

The following groupings typically illustrate the concept, and Figure 1 shows
how they all interact.

Daily check
This check travels under several common names and post-flight,
maintenance pre-flight, service check, and overnight to name a few. It
is the lowest scheduled check. Walk around inspection by flight crew is
not normally a part of a maintenance program. A daily check is a
cursory inspection of the aircraft to look for obvious damage and
deterioration. It checks for "general condition and security" and
reviews the aircraft log for discrepancies and corrective action. The
accomplishment of the daily check requires little in the way of specific
equipment, tools, or facilities.
A basic requirement is that the airplane remains airworthy. Usually, a
daily check is accomplished every 24 to 60 hours of accumulated flight
time. Examples of daily check items include:

 Visually inspect ta il skid shock strut pop-up indicator

 Check fluid levels
  Check general security and cleanliness of the flight deck
 Check that emergency equipment is installed

'A' check
This is the next higher level of scheduled maintenance. It is normally
accomplished at a designated maintenance station in the route
structure and includes the opening of access panels to check and
service certain items. Some limited special tooling, servicing, and test
equipment is required. The 'A' check includes the lower check, i.e.
Daily check.
Examples of 'A' check items include:

 General external visual inspection of aircraft structure for

evidence of damage, deformation, corrosion, missing parts
 Check crew oxygen system pressure
 Operationally check emergency lights
 Lubricate nose gear retract actuator
 Check parking brake accumulator pressure
 Perform Built-in Test Equipment (BITE) test of Flap/Slat
Electronics Unit

'B' check
This is a slightly more detailed check of components and systems.
Special equipment and tests may be required. It does not involve,
however, detailed disassembly or removal of components.
Contemporary maintenance programs do not use the 'B' check
interval. For a number of reasons, the tasks formerly defined for this
interval have, for many airplanes, been distributed between the 'A' and
'C' check.

Heavy checks
The following two checks are traditionally known as heavy checks. They
are normally accomplished at the main maintenance base of the airline
where specialized manpower, materials, tooling, and hangar facilities are
available.
'C' check: This is an extensive check of individual systems and
components for serviceability and function. It requires a thorough visual
 inspection of specified areas, components and systems as well as
operational or functional checks. It is a high-level check that involves
extensive tooling, test equipment, and special skill levels. 'C' checks
remove the airplane from the revenue schedule for 3 to 5 days. The 'C'
check includes the lower checks, i.e. 'A,' 'B,' and Daily checks.
Examples of 'C' check items:

 Visually check flight compartment escape ropes for condition and

security
 Check operation of DC bus tie control unit
 Visually check the condition of entry door seals
 Operationally check flap asymmetry system
 Pressure decay check APU fuel line shroud
 Inspect engine inlet TAI ducting for cracks
 Operationally check RAT deployment and system check:

This can also be referred to as the Structural check. It includes detailed

visual and other non-destructive test inspections of the aircraft structure.
It is an intense inspection of the structure for evidence of corrosion,
structural deformation, cracking, and other signs of deterioration or
distress and involves extensive disassembly to gain access for inspection.
Special equipment and techniques are used. Structural checks are man-
hour and calendar-time intensive. The 'D' check includes the lower
checks, i.e. 'A,' 'B,' 'C,' and Daily checks. This check removes the airplane
from service for 20 or more days. Examples of 'D' check items include:

 Inspect stabilizer attach bolts

 Inspect floor beams
 Detailed inspection of wing box structure

Variations
There are variations of block maintenance. One of those variations is
called a phase check — don't be confused by the variety of names. The
number of scheduled maintenance tasks for a large airplane like the
747 are extensive, and this is particularly true for the higher 'C' and
'D' checks. Their accomplishment can remove the airplane from service
for several weeks. This is considered unacceptable as it defeats the
concept of removing the airplane from service in small, manageable
blocks. One solution is to divide these higher checks into segmented
blocks or phases.
A typical phase check provides for a thorough visual inspection of
specified areas, components, and systems as well as operational or
 functional checks of specified components and systems. Each check
includes the requirements of traditional lower check work items and
portions of 'C' and 'D' checks at the required task intervals.
Phase checks are typically accomplished at 200 to 800 flight-hour
intervals, depending upon the work packaging plan and other airline
operating variables.
Block maintenance is further modified when examining the special
requirements of high-time/high-cycle airplanes. Older airplanes have
increased maintenance tasks defined. This includes supplemental
structural inspections, corrosion control programs, and aging system
checks.
Executive and VIP airplanes have low utilization and represent another
variation of block concepts. Task, intervals and blocks defined by the
MRB are based upon the higher utilization levels of air carrier
operations. They don't work for VIP airplanes. Consequently, separate
packages are developed for VIP airplanes that are predominantly
based upon calendar time.
Contemporary practice removes the packaging of maintenance tasks
from the MRB process. When a MSG analysis is conducted only the
tasks and intervals are identified. The packaging into manageable
blocks is left to the operator of the airplane.

Check packages
The final item is to prepare a check package that bundles mandatory
and discretionary maintenance tasks.
Mandatory tasks include:

 The scheduled check (example and 'C' check)

 AD Note accomplishment
 Certification Maintenance Requirement (CMR) inspections
 Clearance of deferred maintenance (MEL) items
 Hard time changes including such items as time/cycle-controlled
or life-limited parts
 Ad Hoc maintenance such as corrosion control, structural repair,
system repairs, component removal and replacement
 Special operator or manufacturer initiated inspections

Discretionary tasks include:

 Service Bulletin accomplishment to improve departure reliability

  Installing passenger acceptance, appearance, and convenience
items or cost reduction items
 Sampling inspections to gather data for check escalations etc.
 Component replacement for convenience
 Replacement of Configuration Deviation List (CDL) items

Return to service
The completed check package is gathered together and all the task
cards, reference materials, and parts are shipped out to the hangar.
The mechanics do their checks and repairs, and the airplane is
returned to service.
Packaging is detailed, and there are many variations of the concept.
Understanding is further complicated by the fact that packaging
concepts have evolved over the past 50 years. Once an airplane uses a
given packaging scheme, it is rarely changed to a more advanced
technique.
Remember that blocks have numerous other names within the
maintenance community, so don't let this confuse you. The exact
nomenclature, composition, and number of blocks vary between
operators. Thus, the maintenance packaging program for an A-340 or
777 is different from that followed by a 727/DC-8 generation airplane.
That's all there is to this 'A' check, 'C' check stuff. Regardless of the
means in which the tasks, blocks, progressives, or phases are
packaged, all of the required tasks defined by the MRB will be
accomplished when all of the items have been completed.