We’ve got your answer to fluid transfer.
While others may just say, to heck with it, we will perform an operational check flight after any substantial work was performed. Obviously, if one operates under Part 121 or 135, one will be performing such flights after ‘heavy checks’ and any ‘major work’.”
MCF RISK MITIGATION According to Drobny an experienced crew is key to MCF risk mitigation, i.e., pilots who know the intricacies of the aircraft, are trained and familiar with potential failure indications and know how to handle them. “It would be ideal to have pilots that are very familiar with any system changes the aircraft has undergone. For example, a pilot with many hours of experience in the particular aircraft type with the same cockpit avionics suite as one installed. Not only will this help from the aspect of safety, but it provides a better and more thorough check of systems and confirmation that everything is working properly,” he says. The use of knowledgeable inspectors, service completion
checks, aircraft type training, human factors training, and ground runs all minimise the risk of MCFs, according to Riley. “Human factors training is not required in the United States, nor are service completion checks, so I would say they are wise precautions to implement,” he says. Larger Part-135 operators do create their own MCF
criteria on what is needed and what must be checked. “It is definitely recommendable that an MCF be conducted in VFR with a clear sky – i.e., able to see the ground at all times – and with only experienced flight crew personnel on board,” says Dave Schiver, Learjet, Citation and Challenger 300 technical representative at Duncan Aviation.
MacLeod believes that every ground test and inspection should be run. “There should be a thorough inspection for FOD and left-over tools or equipment. An even more thorough review of the work performed by the pilot together with the mechanic and the flight manual so the operator is fully aware of what ‘may’ have been impacted. A series of flight parameters and manoeuvres should be undertaken to provide the pilot with the best opportunity to discover or recover from any impact the work may have,” she concludes.
Mario Pierobon
is a safety management consultant and content producer. His specialties include the delivery of training on safety management systems and on the European aviation safety regulations, the auditing and authoring of safety management
documentation, the running of safety risk management sessions and organizational auditing for the upgrade of safety management capabilities. He is a recurrent contributor to several aviation industry publications.
800.233.0831 |
info@asibrake.com |
www.ASIBrake.com
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