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as easy to handle instruction for the transformation into work paper.

The associated procedural instruction dated 01.04.2000 refers to the a.m. QM manual and
describes the system and responsibilities for work on the aircraft control system. Prior to any
work on the control system it is to be verified by an aircraft mechanic B2/mechanic III whether
the work to be carried out is complex or simple. For complex work the principle of first-check
and double inspection is to be applied. The double inspection is to be accomplished by adequately
qualified personnel and to be certified in the Technical Log Book (TLB), the Ground Log
Book (GLB) and in the list of complaints.

The procedural instruction “Confirmation of Work“ contains instructions for the certification
of work accomplished. It comprises the certification of maintenance work carried out, the airworthiness
release of maintained aircraft and aircraft components relating to the maintenance accomplished
as well as the certification of the manufacture of aircraft components in the scope of
maintenance or the release under the approval as a production organisation.

The procedural instruction “Double Inspection in Aircraft Maintenance“ describes the system
and responsibilities for the accomplishment of double inspection in aircraft maintenance
and for this refers to the corresponding QM guideline. For work on aircraft and aircraft components
quality inspections for the purpose of product quality assurance are to be conducted. For
certain actions this requires besides the first-check also a double inspection.
For the certification of this check it is a general rule that the double inspection is to be conducted
by a staff member holding at least the same rating as the staff member who has carried
out the first-check.

The procedural instruction “Handling of the Technical Log Book“ contains a description of
the system and the responsibilities concerning the TLB. According to JAR-OPS 1.915, the opBFU
German Federal Bureau of Aircraft Accidents Investigation
5X004-0/01 21
erator is obliged to keep a TLB as a part of the aircraft log book system. Among other things the
TLB has the following functions:
- recording of maintenance actions accomplished
- confirmation of operator’s receipt of the aircraft from the maintenance organisation
- recording of complaints in flight and on the ground as well as recording of the subsequent
actions, their certification and release to service
- etc.
For all complaints entered into the TLB the corrective actions must be described and certified in
the TLB also. Entries in the TLB must not be changed retroactively.

The instruction for the handling of the “Ground Log Book and the list of complaints” describes
the layout and the system for the handling and filling in of the list of complaints and the
GLB. In the framework of aircraft maintenance, these sets of forms are provided to record and to
deal with complaints. The correct application allows the systematic recording of complaints and of
corrective actions as needed for reliability investigations and error search.
In addition these forms contain blocks for the certification of the corrective actions accomplished,
may serve as a basis for the subsequent entering of the data into a digital system for the administration
of complaints and meet the requirement for the production of evidence pursuant to the provisions
for JAR-145 maintenance organisations.
1.19 Useful or effective investigation techniques
Special investigation techniques have not been applied.
2. Analysis
2.1 Operator
JAR-OPS 1.890 specifies operators’ responsibility for maintenance. In accordance with JAR-OPS
1.900, Subpart M, operators are obliged to monitor that maintenance contracts are complied with.
For this purpose an audit plan, which has to be approved, must be submitted to the LBA once a
year. According to the investigations of the BFU, the operator had not audited the maintenance
organisation and thus the quality system of the operator was not in a position to recognize systematic
faults with the procedural organisation in time. The quality system of the operator is obliged to
monitor the maintenance organisation, to supervise, assess and, if necessary, to demand the quality
of the work performed.
The fact that the malfunction had not been recognized during the flight control check by the crew is
due to the fact that the ailerons had only been checked for full deflection, as described in the check
list, but not for the correct direction of deflection. The BFU have issued a corresponding safety recommendation
to the operator concerned and to the LBA for operators of fly by wire aeroplanes to
　
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