What are the responsibilities of aviation operators?

What are the responsibilities of aviation operators?

What are the responsibilities of aviation operators? The following is the job responsibilities of aviation operation and maintenance personnel that I have compiled for you. Welcome to read!

Responsibilities of aviation operation and maintenance personnel:

1, aircraft route maintenance;

2. Base maintenance and/or regular maintenance;

3. Maintenance of avionics;

4. Aeroengine and electrical maintenance;

5. Aircraft and its system maintenance, including instrument and structure maintenance.

Requirements for aviation operation and maintenance personnel:

1, major in aviation;

2. Proficient in various theoretical knowledge and operational skills required for aircraft maintenance;

3. Have team spirit;

4, cheerful personality, positive;

5, hard-working, dedication.

Extended reading:

Maintenance is a general term for several types of work, including maintenance personnel (aircraft maintenance), service personnel (aircraft cleaning, aircraft pick-up) and some brothers who drive special cars at the airport (maintenance basically has no sisters).

Generally speaking, the so-called maintenance is actually more maintenance personnel, which is exactly what I did before, so let's talk about it.

Maintenance personnel

Maintenance personnel (hereinafter referred to as maintenance personnel) basically have two kinds of division of labor in airlines (some companies will divide them into more different positions): airline maintenance personnel and scheduled inspection maintenance personnel.

The maintenance of airlines includes routine inspection before, after and after flight every day, and troubleshooting after landing every night. This position can be said to be one of the hardest jobs in maintenance, with long working hours and night shift all night, high error probability and great pressure. This is my previous job, and I will talk about the specific daily work later.

As the name implies, planned maintenance is to carry out large-scale in-depth inspection of aircraft on a regular basis, which is divided into categories such as A, C and D. Different depths require different time. Because the aircraft usually stops flying during the scheduled inspection, the working hours are relatively plentiful and the work items are relatively fixed, which can effectively allocate time and tasks. Many jobs can even go to work regularly from nine to five, which makes us very envious.

Airline maintenance

Let's talk about airline maintenance. Generally speaking, it is this group of people who stand in the distance and wave to you when the passengers start to slide out with the aircraft engine. I used to think that waving was the most existential moment at work.

Our work is divided into three classes: morning (6:00- 16:00), middle (16:00- 2:00-6:00 in the morning) and evening (20:00- 6:00 the next day), with a cycle of six days, regardless of anything.

Morning shift (6 o'clock-16 o'clock)

Going to work at six in the morning means getting up before five, and then taking a bus to the airport. It's really sad.

The main work of the morning shift is the pre-flight inspection of the aircraft, including the visual inspection of the aircraft and the reconfirmation of the last night shift. Because the company stipulates that the pre-flight inspection must start one and a half hours before the flight, generally speaking, there are no accidents. If your flight is at 8:00 in the morning, we will start the inspection at 6:30 and finish it around 7: 15. And often a person will not only be responsible for the pre-flight work of an aircraft, so time will be tight. Once there is an error before the flight takes off, it is likely that something will be delayed. Until the flight leaves Hong Kong, we have to stay in the seats of the plane and respond to emergencies at any time. Naturally, we can't have breakfast on time. Sometimes the flight flow is controlled or the weather is bad, and it is delayed for an hour or two, so I am really hungry. This is more difficult than passengers, not to mention winter and heavy rain.

After the previous flight, the stopped flights came one after another. Next, we need to get on the plane (some airports will need airlines to pick it up with batons, and some airports will have special airport personnel in charge) and hand it over to the crew. If there is a problem, it is necessary to test the adaptability, because the plane usually stays in the seat for more than an hour after stopping, and it will be delayed if it is not handled properly. Including the cabin seat is broken, the water heater is broken and the toilet is blocked. If it is repaired, our job is to finish it quickly. If it is not fixed, it should be handled according to company regulations. It is necessary to carry out routine inspection of the aircraft during the shutdown. Once there is an emergency, time will be tight.

Middle shift (16:00- 2:00 am to 6:00 am)

The main task of the middle shift is to deal with the downtime and routine inspection after the flight later that day.

After a day's flight, the plane will be under the control of the maintenance department, and we will conduct routine inspections every day to ensure the safety of the next flight. In the routine inspection, the post-flight inspection is the most stringent, and many requirements are higher than before and after the flight, which is also to ensure that the aircraft can successfully complete the next day's flight mission.

A complete post-flight inspection (only checking the parts where faults are found and troubleshooting) usually takes about one hour to one and a half hours. In other words, under normal circumstances, we expect to get off work one and a half hours after the last flight (about one or two in the morning) lands. However, in fact, flights are delayed every day, even in sunny weather, not to mention typhoon days. It is common to work long hours from 4 pm to 6 am the next day.

Night shift (20:00- 6:00 the next day)

The main task of night shift is to carry out the company's planned maintenance tasks and eliminate the faults found in the routine inspection after the mid-shift flight. This part is the most interesting in the maintenance work, because every plane may give you a "surprise" every day.

The team leader will get the task list one or two hours before going to work, and assign tasks in a short time according to the professional, experience and qualifications of the people in the group. At the same time, in order to deal with sudden failures, a small number of people are often reserved for standby.

The time, intensity and difficulty of troubleshooting vary greatly. Some problems can be solved by changing a computer, and it takes only one hour before and after. Some problems need to be dismantled and replaced with large parts, which probably requires two or three people to work for seven or eight hours continuously (once I participated in the replacement of a part of the vertical tail of an airplane, and stood directly from eleven o'clock in the evening to sunrise in a four-meter high-altitude car; Another time was to replace the aircraft engine, which lasted two days and the total working time exceeded 24 hours.

Everyone who has worked night shifts knows that staying up late is very destructive to the will, but most of the night shifts are actually more on duty, and the night shifts for maintenance are really working, and it is outdoors, and the intensity can be imagined. Not to mention Harbin and Shenyang, where the winter night is MINUS 30 degrees, and Guangzhou and Shenzhen under heavy rain, the overall bad factors are terrible.

After working all night, I must have fallen asleep after work. Fortunately, I am young, strong and energetic in the afternoon.

The above is the work of a typical airline maintenance worker. Our day's work sometimes starts at six o'clock in the morning and sometimes at eight o'clock in the evening, but it won't end until the next morning.

Now that I think about it, although I really feel very hard, I don't even know how I survived, but it is also a precious memory. The scene of eating barbecue, drinking red wine and playing live football after work in the middle of the night is still vivid. Although this work is hard, it is very simple, and there is not so much cheating and technical work. It is all one-sided.

Now I'm lucky to be a pilot, but more brothers are still working hard at the post of mechanic. They are the heroes behind the scenes. When people talk about civil aviation, they often only think of beautiful stewardesses (their quality has declined recently) and handsome pilots (they are really handsome). These heroes behind the scenes dragged home covered in oil and fell asleep. Their only hope was themselves. There is nothing wrong with their work, no.

I am deeply moved and grateful that the subject should think of asking about the work of the locomotive maintenance, so I wrote such a long paragraph, thank you.

Aircraft maintenance

Many other people asked how the plane was overhauled. Please give a brief answer.

cheque

The routine inspection method is simple and rude-with eyes, the lights on the tarmac are not bright enough in the dark, and a pair of flashlights sweep every noteworthy detail. The importance of experience in this work can be imagined, which parts are prone to mistakes, what kind of damage, where to focus on inspection, and what symptoms potential hidden dangers will have, all of which are accumulated on weekdays. If you don't pay attention to the key points, an airplane will cover everything from the inside out, which is really unimaginable workload and unbearable time cost.

Every job of civil aviation has a detailed list, which we call work card, which is compiled by the company according to the documents of the manufacturer and its own needs. All items must not be skipped, missed or changed in order, otherwise it is easy to make mistakes. People are easily distracted animals, what's more, this problem is more likely to happen when watching the same plane and flashlight at night. Sometimes I walk dozens of steps and touch my head. I went there. What was I thinking? Sorry, hero, please step back 30 steps and start over.

Of course, the Airbus series aircraft and the new generation Boeing aircraft, which are more electronic recently, have the ability to automatically monitor various internal faults, and can print out a list of fault codes during post-flight inspection, which can effectively help eliminate potential hidden dangers.

repair

In terms of maintenance, it is difficult, simple and not simple. Every maintenance of the aircraft is carried out in strict accordance with the manufacturer's maintenance manual. This manual is so accurate that every plane has its own corresponding manual, which is strictly step by step and cannot be skipped. Oh, yes, the manuals are all in English. So it seems a little unnecessary to judge, but it is not. The pilot flies down to tell you what sounds strange, or what feels wrong when operating. It can't be written in the manual, and it's impossible to Google, so it's entirely up to maintenance to understand the aircraft system and components.

It is often not easy to find "something is broken". And its next step, "change your legs quickly", is likely to be more painful. Some parts are installed in potholes and need to be disassembled all the way to get them. After the replacement, they have to install it all the way to call it a day. The construction skills here, when I left the maintenance post, still have not touched the door. For the same job, some people may need seven or eight hours, while others only need two or three hours, which is quite different. If it is not handled properly, it may be sprayed with highly corrosive hydraulic oil, toxic lubricating oil, or even passenger excrement stored in aircraft sewage tanks.

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