For every minute that an aircraft is AOG it’s losing money, so turning one round between operators can be a stressful business. Artemis Aerospace looks at return to service procedures.
There is a piece of essential paperwork which every single aircraft criss-crossing the globe must have on board. The return to service statement, also known as the CRS (certification for release to service) is a technical report, regulated by aviation authorities, which proves that the aircraft has been passed as safe to fly. All pilots should check the aircraft’s logbook every time they fly to ensure compliance with safety regulations.
Under the CFR (Code of Federal Regulations) anyone who undertakes maintenance, repairs or alterations on an aircraft must record what has been done in the maintenance record, noting the description of the work, the date it was completed, the name of the person who carried it out, and the signature and certificate number of the person who approves it. Once this has been completed, an inspection must be done and a certification statement entered in the logbook by the person approving the return to service, who has the final responsibility of ensuring the aircraft is airworthy.
This must be updated every time an aircraft has A, B, C or D maintenance checks. It’s also needed after an unscheduled inspection for reasons such as a mechanical failure, a bird strike or structural damage, or if an aircraft has been in storage, as an unparalleled number were during the pandemic.
In addition, when an airline takes on an aircraft which was previously operated by another airline, it sometimes needs a complete refit, which will require a return to service statement when it’s completed. The exterior will need to be painted with the new livery, and a refurbishment to the specifications of the new operator will need to be carried out, including changes such as seat covers, floor coverings etc., as well as a full physical inspection. This will include details of life-limited items, structural repairs, checking for fuel and hydraulic leaks and the condition of the engine, wheels, wings etc.
A transition between operators is usually an extremely time-critical phase. Although it’s a different type of AOG situation to the usual withdrawal from service because of a defect, nevertheless while the aircraft isn’t in the sky it’s not making money, so it’s essential that repairs and refurbishment are carried out as quickly as possible; there’s usually a tight deadline.
This inevitably leads to complications with crucial parts needing to be sourced, and if the components which are needed aren’t readily available, finding suitable spares is rarely a simple task. A specialist component supply company is a must, but for the best results it should be one which has a comprehensive global network and a proactive and dedicated team.
Here at Artemis, we get a real buzz out of tracking down exactly the right component against the clock. It’s meticulous detective work, and the satisfaction when we run an elusive part to ground and negotiate a good deal on it for our customer is huge.
Getting an aircraft ready for return to service is a big responsibility. We pull out all the stops to ensure all the components we supply meet the highest quality standards, and that they’re on hand at the right time. We’re extremely good at it, as our many longstanding customers will tell you!
So next time you’re boarding a plane which has been returned to service with brand new livery and interiors, spare a thought for the complex processes which will have taken place behind the scenes to get it to that point, and enjoy the flight in the knowledge that your plane has been returned to service as fully airworthy.
