Aircraft Maintenance

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,[1] 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".[2] 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.

The lowest-level maintenance event is the pre-flight check that precedes every flight and involves an inspection of the aircraft by the cockpit crew and, if necessary, by mechanics. This check for visible external damage or leaks lasts between 15 and 60 minutes, depending on the aircraft type.

The next maintenance event in the hierarchy is the ramp check, in which mechanics test individual functions of the aircraft, inspect the tires and brakes and replenish the oil and hydraulic fluids. A visual inspection of the aircraft is also carried out, both externally and in the cabin.

The A- and C-checks are significantly more labor-intensive. The A-check is carried out every 350 to 750 flying hours. As well as general inspections of the interior and the aircraft hull, it also covers service checks as well as engine and function checks. If any extensive seat repairs are required, these are also carried out in this interval inspection.

A check

This is performed approximately every 500–800 flight hours or 200–400 cycles. It needs about 20–50 man-hours and is usually performed overnight at an airport gate or hangar. The actual occurrence of this check varies by aircraft type, the cycle count (takeoff and landing is considered an aircraft "cycle"), 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 4–6 months. It needs about 150 man-hours and is usually performed within 1–3 days at an airport hangar. A similar occurrence schedule applies to the B check as to the A check. B checks may be incorporated into successive A checks, i.e.: 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—usually 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 6000 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 a "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. Also, if required, the paint may need to be completely removed for further inspection on the fuselage metal skin. Such a check can usually demand up to 50,000 man-hours and it can generally take up to 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. Given the elevated requirements of this check and the tremendous effort involved in it, it is also by far the most expensive maintenance check of all, 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 2–3 D checks before it is retired. Many maintenance, repair and overhaul (MRO) shops state 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

What is the difference between aircraft line maintenance and overhaul (base maintenance)?

The maintenance of aircraft is differentiated into line maintenance and overhaul (base maintenance). The work that has to be done in the short term is called line maintenance. This means that the aircraft keeps to its usual schedule. The daily, weekly and monthly checks are, especially for short-haul flights, carried out over night. The next morning the aircraft goes back into scheduled service. Merely the C-Check that is carried out about every one and a half years takes somewhat longer. For an overhaul (base maintenance), called the IL and D-Check, the aircraft is taken completely out of service for several weeks