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doors, hatches and windows should
Techie Stuff 267
be closed when the aircraft is left
unattended.
Anti-collision lights should be
switched on immediately before
starting engines, but it is suggested
(like the military) that this be done
immediately the aircraft is occupied,
always having due regard for the
capabilities of your battery. Speaking
of which, always leave the anti-col
light switches on when leaving the
aircraft, because that lets you know
you've left the Master switch on.
Don't forget the usual taxying
procedures, such as not using the
brakes too much, or using aircraft
momentum when turning corners to
save using the engine. Engine runups
(like on power checks) should be
done into wind for better engine
cooling and least strain on the prop,
and away from loose items on the
ground, both to protect people
behind and the prop itself, as it the
airflow around the tips will tend to
pull bits of gravel etc towards it, and
cause damage.
Lastly, let me mention oil cans,
which come sealed so you need a
special implement to open them.
Actually, you can use a screwdriver,
but whatever you use, don't bang it
down on the lid to get your way in,
but gently prise it open. This stops
you getting slivers of metal in the oil
which may disagree with your
engine.
Maintenance
There are two types of maintenance,
Scheduled and Unscheduled, which
basically speak for themselves. Both
are supposed to ensure that an
aircraft is kept at an acceptable
standard of airworthiness.
Depending on the performance
category and its maximum
authorised weight, there will be
different schemes covering this, but
the nature of General Aviation
means that aircraft are very often not
seen by an engineer from one
scheduled check to the next. Aircraft
below 2730 kg come under the
general umbrella of the Light Aircraft
Maintenance Schedule (LAMS). Those
exceeding this weight must comply
with an approved maintenance
schedule.
The Maintenance Schedule (which is
only valid for a given period, and is
not usually transferrable) contains
the name and address of the owner
or operator and notes the type of
aircraft and equipment fitted. It lays
down the periods when every part of
the machine will be inspected
(including the Check A) together
with the type and degree of the
inspection, including the periods of
cleaning, lubricating and adjustment.
Maintenance Schedules are written
specially for each aircraft (although
they can share the same one) so it
can be awkward to change
Maintenance Contractors as the
equivalent of an Annual Check may
have be carried out before an aircraft
is accepted by the new one.
Types of check include 50-hour,
100-hour and Annual, the last being
where the C of A is renewed as well
(unless the MAUW is below 2730
kg). There are variations, but regular
checks (such as 50- and 100-hour
checks) can be extended by 5 or
10%, respectively, for scheduling,
but this should not be used as part
of normal operations (lack of
planning on your part doesn't justify
an emergency on an engineer's part).
268 Operational Flying
Checks are also valid for a period of
time, 62 days for public transport, so
the servicing will still have to be
carried out, even if no flying has
taken place (this can also be
extended for a short time at the
engineers' discretion). Some
maintenance companies submit
schedules for checks at 75 or 150
hours, and vary other aspects of
their operation. In between, there
will also be times when components
need to be changed, either on a
planned or emergency basis.
A Certificate of Maintenance Review is
issued after every Annual Check and
a Certificate of Release to Service after a
regular service (or 62 day
inspection). Both documents should
be current at all times. A Certificate
of Release to Service is not valid by
itself—it must be backed up by a
Certificate of Maintenance Review.
When a company applies for an Air
Operator's Certificate (see Setting Up
A Company), Flight Ops 7 of the
CAA will want to ensure that this
aspect of your operations is
satisfactory. It's not so much a
problem if the maintenance is done
in-house, but if your Company has
sub-contracted this out, a written
agreement needs to be in force
between the two parties detailing
exactly who does what and the
　
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