标题: Boeing 777 Aircraft Technical Log 波音777飞机技术记录本 [打印本页] 作者: 航空 时间: 2010-8-15 21:52:40 标题: Boeing 777 Aircraft Technical Log 波音777飞机技术记录本
作者: 航空 时间: 2010-8-15 21:54:17
B777 Aircraft Technical Log. Page 1 of 19 Locator : C:\Documents And Settings\Administrator\My Documents\Emirates\777\Notes\Tech Log\B777 Tech Log.Doc As At : 29.11.2001 Boeing 777 Aircraft Technical Log. This document details the principles behind and the common procedures and practices associated with the B777 Aircraft Technical Log. Source documents for this text include : EK Engineering Procedures Manual, Section 08-04, Revision 19, 01-12-2000 (Aircraft Tech Log) EK Engineering Procedures Manual, Section 08-06, Revision 13, 01-12-2000 (Aircraft Cabin Log) EK Engineering Procedures Manual, Section 08-60, Revision 19 , 01-12-2000 (Aircraft IFE Log) FOM Revision #14 Date 25 August, 2001 B777 Aircraft Tech, Cabin & IFE Log. B777 MEL Preamble, Revision #20, June 2001 B777 Fault Reporting Manual, Revision #24, May 05 2001 FCI 01/120 “Concession To Operate” FCI 01/148 “Overweight Landing Policy in the FOM” EK IFS Cabin Crew Manual Section 400 (411), Page 1, Issue 05, 15 November 2000 Please be aware that while these notes have been compiled with all due care, they are in no way authoritative. Where information is based on Company Documentation, references are provided. Items based upon operational experience are clearly identified as such. In no case should the content of this document be taken over statements and instructions in EK GCAA approved documentation. 1. Introduction. The Aircraft Technical Log consists of three volumes : • Aircraft Technical Log • Cabin Discrepancy Log • In Flight Entertainment (IFE) Defect Log An Aircraft Technical Log is required to be kept for all UAE registered aircraft for which a Certificate of Airworthiness in the Transport Category is in force. With reference to aircraft operating under JAR the aircraft technical log procedures must comply with operators requirements as set forth in their engineering procedures The Aircraft Technical Log is required to reflect the current status of Defects, Repairs, Replacements, Adjustments and Inspections whilst the aircraft is in service. These entries form a permanent part of the aircraft records. In this document the term “Aircraft Tech Log” is used normally to refer to the first volume only, although it must be understood that technically all three books are a part of the “Aircraft Technical Log”. TABLE OF CONTENTS 1. Introduction................................................................................. 1 2. General......................................................................................... 2 3. Aircraft Technical Log Contents. ............................................. 3 4. Sector Record Pages. .................................................................. 5 5. Sector Record Page Contents. ................................................... 6 6. Entering Defects.......................................................................... 9 7. Action of Defects. ...................................................................... 10 8. Deferring of Defects.................................................................. 11 9. Action of Deferred Defects....................................................... 12 10. Deferred Defects Record Pages. .............................................. 12 11. Defect Log Consolidation......................................................... 12 12. Fault Reporting Manual (FRM) ............................................. 13 13. Boeing 777 Overweight Landings. .......................................... 14 14. Cabin Discrepancy Log............................................................ 15 15. In Flight Entertainment Defect Log. ...................................... 17 16. Aircraft Defect Summary and Overview................................18 Page 2 of 19 B777 Aircraft Technical Log. As At : 29.11.2001 Locator : C:\Documents And Settings\Administrator\My Documents\Emirates\777\Notes\Tech Log\B777 Tech Log.Doc 2. General. The Emirates Technical Log comprises of the following : • Contents Sheet. • Active Concessions (Optional). • Notices to Flight/Maintenance Crews. • Certificate of Maintenance Review. • Maintenance Statement SMI CRS “Weekly” (Service) • Maintenance Statement SMI CRS “A Check” (Check) • Aircraft Damage Charts. • Modification Status. • ATA 100 Index. • Sector Record Pages. • Line Deferred Defect Record Pages. • Base Deferred Defect Record Pages. Additional items including completed Engine Monitoring Log Sheets (A300/310 Only) will be kept in the front pouch. Auto Land Report forms are no longer in use on any fleet. Inoperative labels will be kept in the rear pouch. When making an entry in the Aircraft Technical Log, the following must be observed : • All official instructions including Engineering Procedures and Quality Notices must be adhered to. • Print all entries using a blue or black “ball point” pen and ensure that all writing has transferred and is legible on all underlying copies. • The entry must be as clear and concise as possible. • Abbreviations where used must be standard. B777 Aircraft Technical Log. Page 3 of 19 Locator : C:\Documents And Settings\Administrator\My Documents\Emirates\777\Notes\Tech Log\B777 Tech Log.Doc As At : 29.11.2001 3. Aircraft Technical Log Contents. 3.1. Aircraft Technical Log Contents Page. The Contents Page lists approved documents held in the Log together with approved form numbers and revision status. Any forms which do not carry the correct revision status should be re-issued. Additional forms and documents to the Aircraft Technical Log must be referred to Emirates Quality Assurance for classification and recording before insertion. 3.2. Active Concessions. Inside plastics sleeves after the Contents Page there may well be one or more Concession Sheets for the aircraft. A concession is an approval to operated with a defect that is either not covered by the Minimum Equipment List (MEL), or in the case that dispatch with the defect is not permitted by the MEL. Check the identifying details for the concession (Date / Airline / Type / Registration) are correct. Also check for any limitations that may apply to the operation of the flight. A concession must be signed and stamped by an authorised representative of Quality Assurance. • Note that in the past Engineering have inserted a new concession for an aircraft inside the Contents Page plastic sleeve in front of any previous concessions. When a concession is present in this sleeve, always remove the concession to check for additional concessions behind. • A concession will normally be associated with an item in the Deferred Defects Log. Always ensure that a copy of the Concession in the Tech Log accompanies any reference to a Concession in the DDL. • A Description of the role of and the process for obtaining a Concession is detailed on page 18. 3.3. Notices to Flight / Maintenance Crew. This section of the Aircraft Tech Log is used to bring to the flight/maintenance crew’s attention information that may be of assistance during the Line Operation of the aircraft. Entries must be made in black or blue ink and deleted by scoring out with a line. Notice Entries must be signed, dated and the Engineer’s approval number entered. Notices that are no longer in force are deleted by scoring out with a line. 3.4. Certificate of Maintenance Review. An aircraft must not be dispatched when the CMR has expired. The CMR remains current until the day of next review. • This means that the date limit of the Certificate of Maintenance Review falls due at the end of the day of the date noted. Thus if the expiry date is 02.Apr.2000, the aircraft is current to fly that day, as long as it will be on the ground (somewhere it can be serviced !) by 24:00 that day, UTC time. A Maintenance Review consists of a variety of checks and includes, but is not restricted to : Airworthiness Directives are check in compliance. Any maintenance required by the Maintenance Schedule is complied with. Any outstanding maintenance is accomplished or deferred. Tech Log entries are correct Engine Trend Monitoring (where applicable) is reviewed. Weight and Balance data is correct or updated. Any outstanding concessions are reviewed/ Page 4 of 19 B777 Aircraft Technical Log. As At : 29.11.2001 Locator : C:\Documents And Settings\Administrator\My Documents\Emirates\777\Notes\Tech Log\B777 Tech Log.Doc 3.5. Maintenance Statements. An aircraft must not be dispatched when a Scheduled Maintenance Inspection is due, as recorded in the bottom left hand corner. There are typically two Maintenance Statements in the Tech Log. The first is normally a statement regarding the Check status of the aircraft (last check, next check) and the second concerns the Service status of the aircraft (last service, next service). Either statement may include out of phase inspections or component requirements that also limit the availability of the aircraft for flight, on both a time and date basis. The Check statement will include release to service approvals for five aspects of aircraft serviceability : Airframe Engines Electrical/Instruments/Auto Pilot Compass Radio. Each of these items should be signed off and the relevant certifying engineer’s approval number (stamp) entered. • Note : A flight must not depart such that the flight time required would exceed the available hours (diversion to Alternate & subsequent recovery flight ??) as limited by either the Scheduled Check/Service or Un-Scheduled Phase Inspection/Component changes. • Note : Many of the checks that have a specified Airframe time limit include a tolerance (i.e. ± 20 hours) which is to be used in evaluating available flight hours for a departure. • The date limit of an impending Inspection / Component change falls due at the end of the day of the date noted. Thus if an Inspection is due on 02.Apr.2000, the aircraft is current to fly that day, as long as it will be on the ground (somewhere it can be serviced !) by 24:00 that day, UTC time. 3.6. Aircraft Damage Charts. These pages are used to indicate the location of known external damage to the aircraft including windshields. Entries must be signed and dated and authorization number (stamp) applied. • Airframe. If further action is required (i.e. repeat inspection or permanent repair required) a deferred defect should be raised indicating the required action. On terminating action the entry on the damage chart should be struck out signed, dated and authorization number (stamp) applied. The engineer is also required to enter a cross reference to the Tech Log Entry Page/Item number where the damage was originally reported. • Windshields (Airbus Only). Acceptable damage on flight deck windows should be marked with a china graph pencil. The extent of the damage with approximate dimensions should be indicated on the windshield damage charts. Any progression of damage outside the marked area should be entered on the chart during re-inspection, signed, dated and authorization number (stamp) applied and the windshield remarked. In the case of windshield replacement, the damage chart should be replaced, after transferring information for the remaining windows. B777 Aircraft Technical Log. Page 5 of 19 Locator : C:\Documents And Settings\Administrator\My Documents\Emirates\777\Notes\Tech Log\B777 Tech Log.Doc As At : 29.11.2001 3.7. Modification Status. This page is to convey to Flight and Maintenance crew members information on modifications recently incorporated. Whenever necessary, Engineering will make an entry to provide Date, Modification Number and Description of the modification. This data will remain for three calendar months – and will be removed by Engineering. Each entry in the Modification Status list should be signed and stamped (written number corresponding to the Engineer’s licence will suffice) 3.8. ATA 100 Index. This is used by maintenance crew to classify Defects according to the internationally standardised ATA Chapter Index, as is required on the Sector Record page. The use of the ATA Chapter number is required in all three Tech Log Volumes (Aircraft, Cabin, IFE). 4. Sector Record Pages. The Sector Record page is designed to interface with Emirates Airlines “EMPACS” system. The Sector Record page consists of three carbonless copy pages. The sheets are in packs of twentyfive and are serialised (numbered sequentially). Pages are number sequentially to detect missing pages – thus pages must be left intact in the Tech Log. The practice of removing pages after a return to stand or entry errors must not be undertaken. The three pages of the Sector Record consist of the following: 4.1. Top (White) This is the original copy and is retained in the Aircraft Technical Log. Pages older than one week will be removed during ‘Weekly Checks’ and forwarded to Technical Records. When several pages have been completed for a single arrival/departure, the flight crew will begin entering the flight details on the first. 4.2. Second (Green) This copy is removed in DXB and forwarded to Technical Records. It is used for EMPACS data entry and destroyed once the original is received. 4.3. Third (Pink) This copy is removed at each station and kept for a minimum period of two months. It is used for data transmission from outstations. Page 6 of 19 B777 Aircraft Technical Log. As At : 29.11.2001 Locator : C:\Documents And Settings\Administrator\My Documents\Emirates\777\Notes\Tech Log\B777 Tech Log.Doc 5. Sector Record Page Contents. Certain blocks contain character boxes. Ensure that only one character is entered in each box. Whenever the DATE, ITEM NUMBER, DD RAISED NUMBER or DD CLEARED NUMBER has less digits than the space provided, it must be prefixed with zeros. FLIGHT NUMBER : Normally completed by flight crew. If an additional page is used by Maintenance staff, the word “MAINT” must be entered. FROM, TO : The three letter IATA designation of the Departure and Arrival airports. DEPARTURE DATE : Date of departure of the flight (UTC) Dates are entered using the European (dd/mm/yy) date format. Entries should be prefixed with zero’s where appropriate TYPE : Type of Aircraft. B772 (-200) or B773 (-300). REGISTRATION : Full registration of the aircraft. LOG PAGE NUMBER : Pre-printed page identification number. ON BLOCK : The time the aircraft arrived at the gate (UTC). OFF BLOCK : The time the aircraft departed the gate (UTC). LAND : The time the aircraft wheels touched down for the completion of a flight sector (UTC). TAKE-OFF : The time the aircraft wheels left the ground (UTC). SECTOR TIME : TAKE OFF time subtracted from LAND time. LOG HRS BF : TOTAL HOURS brought forward from the previous Sector Record page. TOTAL HOURS : LOG HRS BF added to SECTOR TIME. EXTRA LANDINGS : Any landings greater than one (specifically for training flights). CAPTAINS RELEASE : The inbound flight crew Captain signs here to indicate that all defects that affect the airworthiness or safe operation of the aircraft have been noted in the Sector record pages or the statement “Nil Defects” if no such defects are known to him. Note that the entry of “Nil Defects” must also include the entry of the associated FRM code 999 999 99. • Note : In the event that the previous Captain has forgotten to sign the Tech Log, the Aircraft cannot dispatch. Verbal confirmation is not acceptable. In the event that the previous Captain is not contactable, a concession from the GCAA (through EK QA) is probably the only avenue of dispatch relief. Note that engineering have advised that the last resort in this situation is to perform an A Check. CAPTAINS ACCEPTANCE : The Departure flight crew Captain signs to indicate that the aircraft is accepted for flight and that he has satisfied himself that the fuel/oils/fluids are satisfactory for the operational requirement. B777 Aircraft Technical Log. Page 7 of 19 Locator : C:\Documents And Settings\Administrator\My Documents\Emirates\777\Notes\Tech Log\B777 Tech Log.Doc As At : 29.11.2001 AIRCRAFT FUEL QTY : The Arrival fuel distribution will be entered by the flight crew from the Fuel Quantity indication after shutdown. The Departure distribution will be entered by the maintenance crew. Note the separate type specific columns/rows for the Boeing (B777) and Airbus (AB) Aircraft. FUEL UPLIFT : Actual fuel quantity uplifted from the Fuelling Company, strike out the units not used. FUEL SG : Specific Gravity of the fuel uplifted. CALCULATED UPLIFT : Is a Fuel figure obtained by subtracting () Arrival Fuel figure, from the () Departure Fuel figure, measured in kilograms. ACTUAL UPLIFT : Uplift of fuel from the Fuelling Company in Kilograms (using the Fuel Docket litres and the SG figure noted). DISCREPANCY : Is equal to the () ACTUAL UPLIFT less the () CALCULATED UPLIFT in Kilograms. Then check to see if the DISCREPANCY is positive or negative, and apply the ± 5% check. DISCREPANCY Positive : The DISCREPANCY must be less than 5% of the CALCULATED UPLIFT, and less than 2000 Kg DISCREPANCY Negative : The DISCREPANCY (magnitude of) must be less than 5% of the CALCULATED UPLIFT, and less than 1000 Kg • Note : Engineering procedures stipulate that an average APU fuel consumption of 200 kg/hour must be taken into account when determining a fuel discrepancy. If a discrepancy still exists after all factors have been taken into account, a defect should be raised and actioned. This would indicate that a Tech Log entry for an excessive Discrepancy figures is not required when APU Fuel burn is found to be the cause – contrary to common practice on the line. • However the recent FOM amendment to the fuel uplift check (FOM CH 11 P 8 25 Aug 2001) makes no mention of APU fuel usage at all. ENGINE/APU OIL QTY : Engine and APU oil uplift and departure totals are entered here. Blocks not used are to be deleted by entering diagonal lines from corner to corner. HYDRAULIC QTY : Quantity of Hydraulic fluid uplifted is entered. FUEL/OILS SVC : When signed by the maintenance crew, this states that the disposition of fuel, oil, hydraulic fluid and departure totals are in accordance with operational requirements and all associated servicing is complete. Page 8 of 19 B777 Aircraft Technical Log. As At : 29.11.2001 Locator : C:\Documents And Settings\Administrator\My Documents\Emirates\777\Notes\Tech Log\B777 Tech Log.Doc GROUND DE-ICE : This is to record the time De-icing started, time finished and signature on completion. Should the aircraft be De-iced at a remote location where maintenance staff are unable to enter the aircraft, the information will be relayed using VHF to ground staff who will note the information for the Station file. • Note : Following De-Icing, the Tech Log must be actioned by Engineering. If this is not possible, the Flight Crew must action the GROUND DE-ICE block, in addition to an entry, noting that “For info – Aircraft De-Iced, Message Sent.” Refer FOM Ch 23 P 7 01.May.1996. AUTOLAND STATUS : The Autoland Capability will be certified in this box by appropriately authorised avionics staff in DXB. At outstations, should a defect occur which, in accordance with the MEL, downgrades the Autoland Capability, the Category must be entered and certified by a suitably authorised staff (“Extension A” minimum). If there are no defects which affect the last certified status, it remains current and no further entries are required. • Note : For the B777, the Autoland Capability should read “Land 3” or “Land 2” or “No Autoland” to reflect available Auto Pilot autoland status. • Note : For the A330, the Autoland Capability should read “Cat I”, “Cat II”, “Cat IIIa”, ‘Cat IIIb” • Note : For the A300/310 the Autoland Capability should read “Cat I”, “Cat II”, “Cat III” MAINTENANCE CHECK ACCOMPLISHED : To be completed by appropriately authorised staff, the box corresponding to the check(s) is to be identified by a tick, signed and authorisation number, date/time (UTC) entered. There are three types of check applicable to this area of the Tech Log Page (explained below). A Line should be drawn through either TRANSIT or PDI, leaving untouched the check that was actually completed. A line will also be drawn through whichever aircraft type is not used i.e. DAILY B777/A330 indicates daily check accomplished on the B777. (i) TRANSIT : A Transit check is performed when an aircraft transits a station without a Daily Check being performed. This check may be performed by the Flight Crew and signed off by the Captain under special circumstances (FOM Ch 17 Pg 7, Jun 15, 2000). If a Transit Check has been performed, the PDI check is not required prior to Departure. (ii) PDI (Pre Departure Inspection) : When a Daily inspection is carried out by Engineering, the aircraft must undergo a Pre Departure Inspection (PDI) before it is legal to depart. This Inspection / Certification is a requirement even if the Daily was just completed by the Engineer releasing the aircraft to service. A PDI can be accomplished by the Captain under special circumstances (FOM Ch 17 Pg 7, Jun 15, 2000). Note that a PDI is not required if a Transit Check has been completed and signed for. (iii) DAILY : An aircraft must be within its coverage period of the most recent Daily Check. If a Daily Check has been performed and certified, an aircraft still requires a PDI before it can be released to service. • Note : A Daily check is valid for the B777 for 48 hours, the Airbus 300/310/330 for 36 hours from the time of signature. (FOM Ch 20 Pg 5 15.DEC.1999). ETOPS : Additional pre-departure checks are required to be carried out by Engineering for an ETOPS flight. The FOM states this check/signature is valid for an intermediate stop prior to final destination, as long as no ETOPS sensitive failure has occurred. This statement is currently interpreted to cover any number of intermediate stops prior to a return to Dubai. (FOM Ch 24 Pg 9 15.JUN.2000) B777 Aircraft Technical Log. Page 9 of 19 Locator : C:\Documents And Settings\Administrator\My Documents\Emirates\777\Notes\Tech Log\B777 Tech Log.Doc As At : 29.11.2001 6. Entering Defects. The Defect block of the Sector Record Pages is to be completed by the flight crew for any defects that have occurred in flight or by maintenance crew for any defects that are observed on the ground. Only one defect per block may be entered, further bocks may be used for the same defect if necessary. Each sheet has provisions to enter three defects, additional defects to be entered on the next sheet. Any defect with controls accessible to the flight crew must be clearly placarded. If inadvertent operation of the defective control/system could produce a hazard, such equipment must be rendered inoperative in accordance with the given maintenance procedure in the MEL. ITEM : The ITEM NUMBER must be written in numerical sequence order for each entry a sector, ie: 01, 02, 03. • Note : If a defect is recurring, a brief description only is required along with a reference to the known prior occurrences (previous Tech Log page and Item Number required). • Note : If more than three defects are to be recorded for a single Sector, a second Sector Record page is to be used. The flight identifying details on the second page are not to be completed, and the ITEM NUMBERS will continue in sequence (i.e. 4 and on). DEFECT DESCRIPTION : The text of the defect must describe the symptoms or additional work requirement accurately and precisely. If no defects have occurred during flight, the Captain must enter “Nil Defects”. • Note : The entry of “Nil Defects” is an abbreviated form of the more correct Fault Reporting Manual (FRM) item # 999 999 99 - “No faults occurred during the flight leg.” The entry of the FRM number with the “Nil Defects” item is mandatory. PIREP : “Y” (Yes) is entered only for pilot reported defects. If a defect is entered by maintenance crew “N” will be entered. • Note : An entry made by flight crew for which a deferred defect (DD) already exists is not a PIREP and therefore “N” should be entered. • Note : Non Defect related items such as ‘Nil Defects” or “Auto Land Completed Satisfactory, ASA Land 3 Annunciated” are NOT Pilot Reported Defects and should be annotated “N” in the PIREP box. FRM (Boeing Only) : The FRM code number can be found in the Fault Reporting Manual. An FRM code should be entered for each defect entered in the Tech Log (FOM Ch 17 Pg 5 or 6 25.Aug.2001). For a description of the FRM and it’s intended usage see page 13. • Note : For non EICAS related (Observed) defects that are found in the FRM, the text describing the fault in the FRM must be used to describe the fault in the Defect Description in the Aircraft Tech Log. • Note : See “DEFECT DESCRIPTION” (above) regarding the requirement for the FRM code entry associated with “Nil Defects” as required by (cancelled) FCI 29/2001. Page 10 of 19 B777 Aircraft Technical Log. As At : 29.11.2001 Locator : C:\Documents And Settings\Administrator\My Documents\Emirates\777\Notes\Tech Log\B777 Tech Log.Doc 7. Action of Defects. The ACTION block is to be completed by appropriately authorised staff and will describe the action taken to enable the Certificate of Release to Service (CRS) to be issued. It must describe clearly and concisely the action required to Certify the defect or additional work requirement. If the action is continued into another block, both must be clearly marked with the item number. All defects must be answered including “Nil Defects” which should be answered “Noted.” and certified. ITEM NUMBER : The ITEM NUMBER used must be the same number used to report the defect in the DEFECT block. MEL : If the defect is deferred using the Emirates Minimum Equipment List (MEL), the reference is to be quoted in the block provided. DD CAT (BOEING ONLY) : The category (P, C, E, M, R, L, N) of defect is taken from the MEL must be entered in this block. See Deferring of Defects (P 11) in this document. ATA CHAPTER : The maintenance crew will enter the ATA chapter reference to four digits in the block provided. Servicing and other routine items such as Water Checks, Fuel Transfer, Landing Gear Pin removal etc., require ATA 1200 to be entered. An ATA index reference page is inserted in the Aircraft Technical Log (P 5). MM (BOEING ONLY) : The maintenance crew will enter the most appropriate Maintenance Message (MM) given by the Maintenance Access Terminal (MAT). ENGINE : When the defect concerns the engine or related systems (ATA Chapters 71-80) the engine position number is to be entered. If more than one engine affected, the letter “A” will be entered. For an APU defect, a “0” (Zero) will be used. Only appropriately authorised staff may issue a Certificate of Release to Service. The person(s) must sign, enter his authorisation number and the date. The CRS statement is reproduced below the clearance blocks. There are certain circumstances where non-authorised personnel can sign the CRS – see the summary at the end of this document. MAN HOURS : Total man hours taken in accompanying the “Action Taken” should be annotated in this block by the LAE signing the CRS. For example – “Panel Replacement (Wing)” takes one LAE and two Mechanics 2 hours to complete – this would be 6 man hours. Man hours applies for the Technical, Cabin and IFE Log Books. When components are used in defect rectification the component change details will be entered at the bottom of the page. It is required to enter defect ITEM NUMBER (in DEFECT ITEM), SERIAL NUMBERS off and on, PART NUMBERS off and on and the stores EK GRN number. The ITEM NUMBER will be the same as the defect ITEM NUMBER for which the component is related to. B777 Aircraft Technical Log. Page 11 of 19 Locator : C:\Documents And Settings\Administrator\My Documents\Emirates\777\Notes\Tech Log\B777 Tech Log.Doc As At : 29.11.2001 8. Deferring of Defects. If a defect cannot be cleared for some reason and it is considered acceptable to continue the aircraft in service, details of the defect in its entirety must be transferred to the Deferred Defect Record pages held at the rear of the Technical Log. There are four types of deferred defects : • Line Deferred Defects (DD’s). • Base Deferred Defects (BDD’s). • Cabin Deferred Defects (P 15). • IFE Deferred Defects (P 17). 8.1. Line Deferred Defects. Line Deferred Defects are those defects which occur during normal line maintenance operations of the aircraft, that cannot be corrected prior to the next aircraft dispatch. DD’s are entered on the Green Line Deferred Defect Record, towards the rear of the Aircraft Technical Log. The DD Type is established from the following list : • P : Defects deferred using the Emirates MEL which have Performance/Penalty or ETOPS restrictions. These restrictions are identified in the remarks column of the MEL. • C : Defects concerning the passenger cabin. • E : Entertainment. • M : Defects which are deferred using the Emirates MEL which have no Performance/Penalty. • R : Repeat inspection, or QA concession. • L : To be used when a Loan/Penalty Pool item is installed. • N : To be used for any other non-airworthiness defects not covered by the above codes. Note : If the DD type code P or M is used, MEL reference must also be provided and vice versa. If a defect is deferred per the MEL, the only acceptable codes are P or M. 8.2. Base Deferred Defects. Base Deferred Defects are not normally apparent during line operations of the aircraft, e.g. minor corrosion deferred to next base check etc. BDD’s are entered on the Yellow Base Deferred Defect Record. BDD’s are used to record defects discovered during Weekly / A Checks / C Check inspections - BDD’s will not be raised by outstation maintenance staff. Page 12 of 19 B777 Aircraft Technical Log. As At : 29.11.2001 Locator : C:\Documents And Settings\Administrator\My Documents\Emirates\777\Notes\Tech Log\B777 Tech Log.Doc 9. Action of Deferred Defects. When a Deferred Defect (DD) is to be actioned, the full DD text is entered in its entirety as the next defect ITEM on the Sector Record page and actioned accordingly. To “clear” the DD the TYPE and NUMBER will be entered in the DD CLEARED Block together with full details of action taken and certified accordingly. The SECTOR RECORD LOG PAGE NUMBER and ITEM NUMBER will be entered on the right hand side of the Deferred Defect Record page. When any work i.e. trouble shooting, unit replacement etc, is carried out on a DD, but the defect is not cleared, all details are to be entered including the same DD TYPE and NUMBER in the DD RAISED block. This will establish a history for actions accomplished for this particular deferred defect. Each Deferred Defect, whether raised or cleared, must have its own corresponding entry in the defect column of the Tech Log sheets. It is not permissible to clear and raise separate Deferred Defects in a single action column. Note that all Defects entered on the Sector Record Page(s) must be actioned, that is signed off as deferred or repaired (or “inspected, cannot fault, report further …”), before the Tech Log Sector Record page copies are removed for processing. 10. Deferred Defects Record Pages. All Deferred Defects will be entered on the record pages, prefixed by the appropriate TYPE CODE and pre-numbered in sequential order. Note that each all except the last sheet will be noted “TICK HERE IF NEXT SHEET USED” at the bottom. When it is necessary to defer a defect, engineering staff will: • Enter in the action column of the Sector Record Page that the defect is transferred to the Deferred Defect Record. • The defect will be copied to the next available unused DD Record information block. The following fields are mandatory : TYPE CODE : As discussed previously (P 11) (P, C*, E*, M, R, L, N) DATE : Date of departure of the flight (UTC) Dates are entered using the European (dd/mm/yy) date format. L/P, ITEM NO : Tech Log (Sector Record) Page Number and ITEM NO from the Defect Entry on the related Sector Record page. • The MEL reference if applicable will be quoted. • After completion of the DD record, enter the DD Code & Number in the DD raised block on the Sector Record page. 11. Defect Log Consolidation. The Deferred Defects Record is assessed during “Weekly Checks” to reduce the number of used pages - all open deferred defects are recorded in ascending numerical order and copied verbatim. Such DD’s will be re-written on “Consolidation” sheets which are not pre-numbered. The DD clearance section of the transferred DD’s should be annotated transferred to DD consolidation sheet and Authorisation Number (Stamp) entered in the cleared box. Any unused blocks on the consolidation sheet will be struck out. The last pre-numbered sheet containing any entry must be left in the log, even if all the DD’s are cleared, in order to preserve the numerical sequence. When less than three unused DD sheets remain, they are to be replenished on the next transit of DXB. B777 Aircraft Technical Log. Page 13 of 19 Locator : C:\Documents And Settings\Administrator\My Documents\Emirates\777\Notes\Tech Log\B777 Tech Log.Doc As At : 29.11.2001 12. Fault Reporting Manual (FRM) The Boeing FRM is applicable only to a specific list of aircraft as detailed inside the manual. It lists possible aircraft defects (faults) with an associated fault reporting number. An engineer can take the number reported by the crew and refer to the Fault Isolation Manual for any Boeing specified procedures associated with the reported fault. Thus it is important that all defects in the Tech Log are accompanied where possible by an FRM code to greatly assist engineering in fault finding and repairing reported defects. FOM Ch 17 Pg 6 25.Aug.2001 refers. The FRM is divided into four sections, some of which are further divided. Each of the sections is essentially a comprehensive list of defects. These defects can be either (a) Primary EICAS messages, (b) Observed by the flight/engineering/loading crew, (c) a Status Message, or (d) Observed by the Cabin Crew. a) Primary EICAS message list. This section is essentially an alphabetical listing of all Primary EICAS messages (Warning, Caution, Advisory, Com and Memo) with an associated FRM code. b) Observed Faults. This section lists faults via a short text description of the defect. Note that most faults have multiple entries in the listing to allow for the variations in describing the fault (ie: “Light, Overhead, Faulty” or “Overhead Light, Faulty”) When reporting non-EICAS faults, it is a requirement to enter the text message describing the fault in the FRM into the Defect Description block of the Tech Log. The observed faults section is divided into : - PFD related faults - ND related faults - Primary ECIAS Engine exceedences - Flight Crew Observed Flight Deck faults - Flight Crew Observed Pre Flight faults - Servicing Crew observed faults - Cargo Loading Crew observed faults - Ground Maintenance Crew observed faults c) Status message list. This section is a list of all status messages with an associated FRM code. d) Cabin Faults. This section lists faults via a short text description. As with the Observed Faults section (above), most faults have multiple entries with varied descriptions. Since the Cabin Tech Log does not have a space for a FRM code, I presume this section is used when reported Cabin Faults are airworthiness related and need to be recorded in the main Aircraft Tech Log. A cabin FRM code is in three parts. The first three characters specify a system. The second two identify a component. The third gives the location in the cabin of the defect. The Cabin Faults section is divided into two parts. Firstly a listing of observed defects, followed by a series of Aircraft Cabin diagrams specifying numbers for the various locations throughout the Cabin. The Cabin Faults are grouped into the following systems : - Communications - Doors & Windows - Emergency Equipment - Galleys - In Flight Entertainment (IFE) - Lights - Miscellaneous - Seats - Toilets Page 14 of 19 B777 Aircraft Technical Log. As At : 29.11.2001 Locator : C:\Documents And Settings\Administrator\My Documents\Emirates\777\Notes\Tech Log\B777 Tech Log.Doc 13. Boeing 777 Overweight Landings. In the event of an overweight landing on the 777, the Captain is required to record the event as a defect in the Tech Log. The FOM (FOM Ch 25 Page 17 25.Aug.2001) requires Captains to record the occurrence of an overweight landing as an Information Item, recording the aircraft landing weight and approximate rate of descent on touchdown. An inspection is required prior to any subsequent dispatch of the aircraft. Note that FCI 01/148 specifically prohibits both Overweight Landings and the Jettisoning of fuel other than in Non Normal situations. This Maintenance Manual inspection is essentially a visual one, looking in specific areas for indications of damage as a result of the landing over Maximum Certified Landing weight. If no indications of damage are seen during the inspection, the Defect will be actioned and the CRS certified. If indications of damage, or indications that damage may have been done in areas not covered by the check are discovered, a more extensive check must be conducted in accordance with the Maintenance Manual. Both these checks would normally have to be completed by a GCAA/EK licensed engineer. Whether a dispensation would be available for this check in the event of a diversion to an unsupported aerodrome is at present conjecture. Presumably an EK QA and/or a GCAA concession to perform the check could enable an appropriately experienced engineer, or perhaps the Captain could be approved to perform what is essentially a visual inspection, but at this time no firm comment from EK QA is available. 14. Miscellaneous Tech Log Defect Entries. Note that there are some events for which you will be required to generate Tech Log entries in the Defect block: Overweight Landing (enter Weight / R.O.D. as “Info Item”) Over Speed (use EICAS EVENT Button) Lightning Strike (use EICAS EVENT Button) Severe Turbulence (use EICAS EVENT Button) Use of Oxygen Use of EMK Hard Landing (>600 fpm) Loose Items in Flight Deck Serious Incident “Remove CVR FDR for investigation” De-Icing “For info: Aircraft De-iced - message sent” ETOPS “ETOPS Verification Flight Satisfactory” B777 Aircraft Technical Log. Page 15 of 19 Locator : C:\Documents And Settings\Administrator\My Documents\Emirates\777\Notes\Tech Log\B777 Tech Log.Doc As At : 29.11.2001 15. Cabin Discrepancy Log. The Cabin Discrepancy Log is used for the purpose of recording defects within an aircraft cabin. It comprises of Sector Record log pages and Cabin Deferred Defect record cards that are Blue in colour. In essence the Cabin Technical log is similar to the Aircraft Technical Log, so a detailed examination of its pages will not be entered into here. An overview, including differences and points of emphasis include the following : Basic flight details such as FLIGHT NUMBER, FROM & TO, DEPARTURE DATE, AIRCRAFT REGISTRATION, CABIN LOG PAGE NUMBER, CSD/SCCM (PURSER) Name / STAFF NUMBER / Signature and CAPTAIN’S RELEASE are essentially similar to the functionality of the Aircraft Tech Log. A Cabin Tech Log Sector Record page must be filled out and signed by the CSD/SCCM and Captain for each sector. While the Captain’s signature reflects his awareness of the Cabin Sector Record and the defects logged by the CSD/SCCM, his signature here is in fact the Release, as is signed in the Aircraft Tech Log to “ indicate all defects that affect the airworthiness or safe operation of the aircraft have been noted in the Sector record pages or the statement “Nil Defects” if no such defects are known to him. The C.REP box fulfils the same function as the PIREP box in the Technical Log. A defect reported by Cabin Crew requires a “Y”, a defect entered by the Engineer is represented by “N”. If there are no defects for the sector, an entry of “Nil Defects” must be entered by the CSD/SCCM. All defect entries, including “Nil Defects” must be actioned by Engineering in the same manner as the Aircraft Tech Log Sector Record pages. Any non-airworthiness items entered in the Cabin Discrepancy Log that cannot be Actioned are to be deferred to the Blue Cabin Deferred Defect Log at the rear of the Cabin Discrepancy Log in a similar manner described in the Aircraft Tech Log section above. Page 16 of 19 B777 Aircraft Technical Log. As At : 29.11.2001 Locator : C:\Documents And Settings\Administrator\My Documents\Emirates\777\Notes\Tech Log\B777 Tech Log.Doc Airworthiness items can be considers as those which are defined in the preamble of the MEL. Although a definitive list does not exist, consider the following items : Damage to the main aircraft structure Damage to doors Damage / use of emergency equipment Electrical shorts or fumes Water leaks Damage to fittings that may result in injury Overhead lockers Mirrors / Glass The emergency medical kit (Use of/Damage to) Oxygen (Use of/Damage to) • Note : The only definition of an Airworthiness Item available in the B777 MEL is the following paragraph : • “For the sake of brevity, the MEL does not include obviously required items such as wings, rudders, flaps, engines, landing gear etc. Also the list does not include items which do not affect the airworthiness of the airplane, such as galley equipment, entertainment systems, passenger convenience items, etc. It is important to note that all items, which are related to the airworthiness of the airplane and not included on the list, are automatically required to be operative. An inoperative item or component not listed in the MEL on which there may be a question of airworthiness is to be referred to EK Quality Assurance.” (MEL 02-02-01 11.JUN.1999) • If in doubt, refer to the MEL and FRM for any cabin defects that you consider may be airworthiness related. Note that the MEL directs you to refer to EK QA for clarification on whether a defect is an airworthiness item. • As an example : Aircraft Structure, Doors, Emergency Exits, Electrical short circuits or fumes, Water leaks, Damage to fittings that may result in injury (overhead lockers, mirrors & glass) etc. Any airworthiness items that cannot be Actioned must be must be transferred to the Sector Record of the Aircraft Technical Log, where if possible, it may be deferred in accordance with the MEL. This should be made clear in the action taken column of the Cabin Discrepancy Log. See the section above on the Fault Reporting Manual for FRM Code Numbers for observed faults in the Cabin. The ATA block must be completed for each defect. When clearing the DD, the defect will be transcribed verbatim back to the defect column in the Cabin Log and the number of the DD entered into the DD cleared block. The entry made in the Cabin Deferred Defect record will be cancelled by a single line drawn across the entry an appropriate entries made in the clearance reference column. When all defects have been actioned, the pink copy will be removed and processed accordingly. The green copy will be removed at Dubai only and processed accordingly. The white copy will be retained for a period of not longer than four sectors and will be then be removed and forwarded to technical records. B777 Aircraft Technical Log. Page 17 of 19 Locator : C:\Documents And Settings\Administrator\My Documents\Emirates\777\Notes\Tech Log\B777 Tech Log.Doc As At : 29.11.2001 The Cabin Crew have a set of instructions associated with the Cabin Defect Log in the IFS Cabin Crew Manual. Essentially, these instructions include the following points : • Pre-Flight, SCCN to check the Aircraft Cabin Defect/IFE Defect Log Books • All Aircraft Cabin/IFE Defects which will affect cabin crew or passengers on the next flight must be faxed to Engineering (approx 30 mins before landing) on Fax +971 4 244081 using the Service Recovery Engineering Defects form. SCCM must still record the defects in the Cabin Log Book. • Any discrepancy related to the catering and service equipment’s which remain onboard, ie: folding trolleys, extension tops, PCS tools, hot cups etc, should be entered in the Aircraft Cabin Defect Log Book. • SCCM to check Aircraft Defect Log Record/Deferred Defect Record on both the Cabin and IFE Defect Log Books when entering defects to see if they have been previously logged. • SCCM to complete a separate log page for each sector and enumerate every defective item. The “C.Rep” (Crew Report indicator) to be completed with “Y” for each entry made. • The SCCM and Captain must sign the Aircraft Cabin Log book. SCCM only to sign the IFE Defect Log book. If there are no defects, never use the whole page. Just mention Nil Defects as item 01 in the respective column. • SCCM to hand over yellow copies of the Aircraft Cabin/IFE Defect Log books to IFS Briefing along with other documents. 16. In Flight Entertainment Defect Log. The IFE Defect Log book is used for the purpose of recording defects within the aircraft IFE systems. The IFE Log is comprised of Sector Record log pages and IFE Deferred Defect record cards that are buff colour. Each page has four copies (white, green pink, yellow). The logging of the Sector Record for the IFE Log is essentially similar to the Cabin Log, except that the Captain’s signature is not required. A new page is started for each flight and all IFE defects will be recorded. If no defects occur during the flight “Nil Defects” will be entered in the defects column. The “C Rep” indicator functions as described in the Cabin Log section – “Y” for Crew reported defects, “N” for those from Engineering. All defects, including ‘Nil Defects” must be actioned. At Dubai only, all IFE defects for those aircraft with Matshushita IFE systems (A6-EMK and on) will be actioned by Matsushita Technicians. This includes completing the log page – Serial Numbers, GRN and deferring defects. The Matsushita Technicians will sign for rectification complete. The CRS will be signed by an appropriately authorised Engineer. Any defect block not used must have a diagonal line drawn through it. Any IFE defects that cannot be cleared will be deferred to the Deferred Defect Record (buff coloured pages) at the rear of the IFE log. Defects will be transferred in the same manner as detailed in the Deferring Defects section of the Aircraft Technical Log (previously discussed). The ATA BLOCK in the action column must be completed. When all defects have been actioned, the pink copy will be removed and processed accordingly. The green copy will be removed at Dubai only and processed accordingly. The white copy will be retained for a period of not longer than four sectors and will be then be removed and forwarded to technical records. Page 18 of 19 B777 Aircraft Technical Log. As At : 29.11.2001 Locator : C:\Documents And Settings\Administrator\My Documents\Emirates\777\Notes\Tech Log\B777 Tech Log.Doc 17. Aircraft Defect Summary and Overview (MEL & Concessions) References : FOM Ch 17 Pages 5-10, 25.Aug.2001, MEL Preamble, Revision #18, November 2000 Note that although the following discussion becomes quite complicated, the worst of it requires the combination of non-MEL defect, no contact with the company and no ground support available. In most cases contact with the company will be available and Captains are guided in their decision making by EK Engineering and EK Quality Assurance. The following is given for background and summary. • Prior to each dispatch, the relevant Tech Log page(s) must be completed and the appropriate copies removed from the Log. Note that the page is not complete until all entries in the Defect Block (including “Nil Defects”) have been actioned (CRS signed). • Whenever a defect is entered into the Tech Log, the Certificate of Airworthiness is invalidated. • A Certificate of Release to Service (CRS) must be signed to return the aircraft to legal airworthiness. This includes entries in Cabin and IFE log. • Only UAE GCAA Licensed and Approved Engineers are allowed to issue a CRS (notwithstanding the exceptions listed below) • If a fault cannot be rectified, it may be deferred under the provisions of the MEL. • To operate with a defect that : a) Is not present in the MEL; or b) The MEL does not permit dispatch with; or c) Where the nature of the flight to be undertaken is in contravention with the requirements placed on the flight by the MEL maintenance/operational procedures associated with the Defect ; a Concession may be applied for to allow dispatch. • A concession is issued as a “one off” special procedure to operate the aircraft strictly for the purpose of returning or proceeding to a place where it is reasonably practical for repairs to be made, with unserviceabilities of systems or equipment not normally permitted by the MEL. In cases where it would not be possible for the affected aircraft to be positioned by means of a single flight, a number of flights (no more than the minimum number required) may be permitted. • If the concession is against an existing defect that will exceed it’s repair interval (and repairs are not available) an EK QA concession against “B” and “C” intervals can be sought. UAE GCAA concession approval is required to dispatch against “A” or “D” repair intervals. • Note that the Configuration Deviations List (CDL) is part of the Manufacturer’s Airplane Flight Manual, and not strictly part of the MEL, although a copy is located in the EK MEL Binder. MEL concessions do not cover dispatch against defects found in the CDL. • A Concession should only be asked for by the Captain and must be signed by an approved representative from Quality Assurance. The details required on an application for concession are specified in the MEL Preamble, and include : - Aircraft Registration and Type - Details of Failure - Minimum number of flights required - Suitability of forecast weather for the route of the flight(s) - Any other pertinent information that the aircraft commander considers would assist Flight Ops & GMQA in considering the issue of a concession. • An application for concession is made to GMEQA via Dubai Maintenance Control Centre, and copied to the Duty Manager. The following contacts may be useful : - Maintenance Control Centre : - Fax : +971 (04) 2244380 - Tel : +971 (04) 2085539 / 40 - SITA : DXBMCEK - Sen Mgr Network Control : - Fax : +971 (04) 2823889 - Tel : +971 (04) 7036462 / 3 - SITA : DXBOEMK • A copy of the Concession must be sent to the GCAA. • If another Captain will take over the aircraft down route while the concession is in force, he should be consulted for acceptance of the Concession. A Captain taking over an aircraft that is operating B777 Aircraft Technical Log. Page 19 of 19 Locator : C:\Documents And Settings\Administrator\My Documents\Emirates\777\Notes\Tech Log\B777 Tech Log.Doc As At : 29.11.2001 under a concession must re-assess the concession in the light of the circumstances of his own operation. He is not required to accept concessions previously applied for and accepted by other Captains. • FOM Ch 17 Page 5 specifies that a Concession may be issued orally, but all steps possible should be taken to obtain a written concession and a written copy must be obtained upon arrival back in Dubai. • The details of the concession must be written alongside the record of the Defect in the Tech Log. • In the situation where the aircraft has a defect but no GCAA approved engineer is available, the Captain is approved to defer the defect in accordance with the provisions of the MEL. In this case the Captain has the approval to issue a CRS by signing the certified column (refer FOM). There is no requirement to inform the GCAA. • In the situation where the aircraft has a defect that is either not permissible under the MEL or the applicable MEL restrictions preclude dispatch and no GCAA approved engineer is available, dispatch is still possible. At this point the Captain is guided by FOM CH 17 P 5 & 6 (25 Aug 2001) and the MEL pre-amble. The following considerations are involved. - An agreement in writing (Fax/Telex) is required for any of the following : • Entering into an agreement for maintenance assistance from an outside agency - Fax/Telex from EK QA. • Use of spare parts from an outside source - A Concession from EK QA and Fax/Telex (ACARS ?) from EK Engineering. A copy of this last agreement is to be retained by the Captain and kept in the ship's papers. • A local engineer to issue and sign the CRS - a concession from EK QA. - As mentioned previously, concessions can be obtained verbally, but it is strongly advised to obtain a concession in written form if at all possible. Even obtaining the text of the concession through ACARS (ask QA to fax the concession to SMNC, get SMNC to ACARS the text to the aircraft) will at least go part way to removing the ambiguities inherent in verbal concessions. - It is permissible for a Non GCAA engineer (or even the crew) to rectify a defect for dispatch without a concession as long as no parts are used. In this case the aircraft can depart without a signed CRS. The Captain must be satisfied as to the airworthiness of the aircraft, and the GCAA must be informed within 10 days. In this situation the CRS should indicate the following : • The type of defect ; • The circumstances regarding the defect ; • The action taken to clear the defect, including the organisation/personnel involved, the qualifications of the engineers (licence, rating) and the use of replacement parts. • The communications with EK Engineering. • Finally, the Captain’s Authority includes the right to certify the Tech Log for Refuelling, Pre-Departure and Transit Checks and as mentioned above, as well as the deferring of defects in accordance with the provisions of the MEL. The document stipulating this approval is in the Aircraft Documents folder.作者: qiaoshibing 时间: 2010-8-17 00:56:35 标题: 下载看看
