DOC AIRBUS | AMM A320FINSPECTIONS - DESCRIPTION AND OPERATION
** ON A/C NOT FOR ALL
1. General
This section contains those inspections that are necessary after an incident or flight in abnormal conditions and will, in most cases, be called for as a result of flight crew report.
Unless specified differently, you must do these inspections before the subsequent flight of the aircraft.
If there is no inspection in this section applicable to the incident or abnormal flight conditions that occurred, operators must tell Airbus and make a request for more instructions.
This section contains those inspections that are necessary after an incident or flight in abnormal conditions and will, in most cases, be called for as a result of flight crew report.
Unless specified differently, you must do these inspections before the subsequent flight of the aircraft.
If there is no inspection in this section applicable to the incident or abnormal flight conditions that occurred, operators must tell Airbus and make a request for more instructions.
A. Inspection Coverage
Each incident or abnormal event is specific and changes in relation to the aircraft weight, speed and weather condition. Thus, each event condition causes an individual aircraft response and loading pattern on the structure (amplitudes, impacted components, etc.).
To get an indication of the severity of the incident and to identify the location of the primary damage quickly:
(1) Abnormal events in nominal certified aircraft-configuration:
You must contact Airbus to make an estimate of the possible overload before the next flight.
Each incident or abnormal event is specific and changes in relation to the aircraft weight, speed and weather condition. Thus, each event condition causes an individual aircraft response and loading pattern on the structure (amplitudes, impacted components, etc.).
To get an indication of the severity of the incident and to identify the location of the primary damage quickly:
- It is necessary that the flight crew gives the full information (for example, noise of impact indicative of a structure or component failure, related instrument indication, etc.).
(1) Abnormal events in nominal certified aircraft-configuration:
- You can use the Digital Flight Data Recorder (DFDR) or Quick Access Recorder (QAR) parameters, or the Data Management Unit (DMU) load reports when available or the backup procedures to make an estimate of the possible overload for:
(a) Hard landing or hard overweight landing, refer to task 05-51-11-200-004-A, 05-51-11-200-004-B or 05-51-11-200-004-C.
(b) Landing gear extension at more than the gear-down limit speed, refer to task 05-51-12-200-001-A.
(c) Flap/Slat extension at more than the flap/slat limit speed, refer to task 05-51-13-200-001-A.
(d) Flight in excessive turbulence or in excess of VMO/MMO, refer to 05-51-17-200-001-A.
(e) Flight with high lateral loads, refer to 05-51-44-200-001-A.
You must contact Airbus to make an estimate of the possible overload before the next flight.
NOTE: Deviations from the nominal certified aircraft-configuration can have an effect on load distribution. This will also have an effect on the load resistance of the structure.
The printout of the Post Flight Report (PFR) will give more important data and indication of the system/equipment malfunction. B. Inspection Sequence
To permit simultaneous inspection of several areas of the aircraft, the inspection is divided into a number of "Packages".
For example: For the inspection of the aircraft after a hail strike, during phase 1, an external check of the full airframe is necessary. The airframe is divided into four primary zones:
If you find damage during the phase 1 inspection, then do phase 2 inspection.
If you find damage during the phase 2 inspection, then do phase 3 inspection.
If you find damage during phase 1 or phase 2 inspections, replace or repair the damaged component (Refer to the applicable manuals (SRM, AMM, CMM)) and make sure that the adjacent area is not damaged.
To permit simultaneous inspection of several areas of the aircraft, the inspection is divided into a number of "Packages".
For example: For the inspection of the aircraft after a hail strike, during phase 1, an external check of the full airframe is necessary. The airframe is divided into four primary zones:
- Fuselage
- Wings
- Nacelles/Pylons
- Stabilizers.
The primary zones are divided into smaller zones or primary components.
The small zones are then divided into items. You can give approval for each item after you complete the inspection.
The inspections are divided into three phases: - Phase 1 is a general inspection for primary damage and indication of remote damage and most phase 1 inspections are external.
- Phase 2 is a more detailed inspection and most phase 2 inspections are internal. It can be necessary to remove components.
- Phase 3 is a very detailed inspection. It can be necessary to remove components and strip-down.
If you find damage during the phase 1 inspection, then do phase 2 inspection.
If you find damage during the phase 2 inspection, then do phase 3 inspection.
If you find damage during phase 1 or phase 2 inspections, replace or repair the damaged component (Refer to the applicable manuals (SRM, AMM, CMM)) and make sure that the adjacent area is not damaged.
C. Inspection Form
The layout of the inspection form is arranged as follows:
The layout of the inspection form is arranged as follows:
Inspection Form- Columns are given in figure
- Columns INSP. CODE and INSP. SIGN are given for use of the operators. If it is necessary, the operators can use these columns for inspection intensity code and accomplishment signature. You can photocopy the forms to use as work cards and then filed with the aircraft technical record when it is completed.