MAIN OBJECTIVES

Responsible for the duty management of the technical operation of all GF fleet while in line maintenance.

MAIN DUTIES

1. Ensure safe, legal and high standard of real time technical control of GFA Aircraft while operating in line maintenance.

2. Ensure minimum disruption of GFA services without compromising safety or legality.

3. Ensure effective management and technical control of the MCC shift operation.

4. Provide technical status of GFA aircraft in line maintenance.

5. make sure that all MCC DM office used equipment's are serviceable and capable to work like fax (adding paper), printer , AIRMAN, sitatex etc and if abnormalities found , either raise IT case or if it can be handled internally, arrange to fix it.

6. Understand carefully previous shift Duty manager handover including delays encountered and cross check with him about expiring MDD ( MEL Deferred defect) .

7. Take necessary action (s) to accomplish pending items from previous duty manager handover specially AOG situations, such as complete certain trouble shooting , AOG spares shipment, moving manpower (technical rescue team), and update operation and short term planning about ETS ( Estimate Time of Serviceability).

8. Review GFA fleet outstanding deferred defects from MIS (Maintenance Information System) and generate technical status sheet which include performance related defects, commercial related defects,(passenger seats, required cabin attendant seats and MEL maintenance related defects, This can be done in two ways:

I. Amend pervious technical status sheet sent by previous shift as per newly raised defects.

II. Generate new technical status sheet by review all outstanding defects.

III. Send by e mail the GFA fleet technical status sheet to all concerned parties- Group e mail address as A/C Status sheet.

IV. Check outstanding MEL deferred defect specially those expiring within 3 days and alert the all concerned, Defect Control Engineer, Defect Review Engineer and Material officer to make sure proper TSM applied or to be applied and proper spare ordered, should spares not available yet AOG request to be applied.

9. Monitor, analyze and control all technical debrief signals sent by line station Engineers after A/C departed the stations. As follows:

I. Read carefully reported defects and corrective action taken, all should be as per approved documents (AMM, IPC, TSM, SRM,…) with references mentioned in technical log. Otherwise station Engineer should be notified to adhere to correct procedure, and signal next station Engineer to take correct action and amend technical log.

II. If defect related to safety or lead to critical situation such as AOG or delay, MCC DM to arrange for immediate corrective action at next station.

III. If defect is repetitive with no positive action taken, either arrange to defer the defect by raising ADD or MDD for positive action. then after arrange ground time ASAP for rectification.

IV. MEL deferred defect has to be cross checked with MEL for correct MEL reference and correct MEL rectification interval category.

V. Add performance related deferred defect to status sheet and send amendment sheet or notified concerned by Email, Telex or phone.

10. Critical acceptable deferred defect has to be rectified at next station or plan for rectification ASAP.

11. Monitor AIRMAN for no go or critical defects triggered during flight and take necessary actions such as:

I. Specify appropriate TSM reference to be applied for next station Engineer.

II. Specify required spare for reification using correct IPC reference and ship it if there is a need.

III. Arrange for proper ground time if possible or alert operation control if there is no other option but delay departure at next station.

IV. Monitor above actions or handed over to next MCC shift.

12. Answer all received HF, VHF, ACARS (Aircraft Communication Reporting and Addressing System) and telephone calls:

I. Give priority to HF, VHF, Telephone call then ACARS messages ( in certain cases ACARS messages should be given most priority such as Engine shut down in flight, …)

II. Understand carefully the message and it is preferable (some times mandatory) to get the message in written format.

III. Answer the message as per approved documents ( AMM, TSM, MEL, IPC, TIM, …)

IV. VHF call while A/C still on ground Bahrain and before push back then ramp duty manager should take proper action, MCC duty manager can interfere in case necessary elaboration required.

V. VHF call while A/C on its own power (Engine or engines are started) but still on ground GF MCC Duty manager to take necessary action as follows:

1. Reported defect within MEL and no maintenance action required, reset can be attempted to recover reported system if nil fix A/C can continue operation with no delay and next station duty Engineer can rectify or apply MEL as per MCC Duty manager notification.

2. Reported defect within MEL but restricted to few cycles, en-route to be reviewed for proper action.

3. Reported defects outside within MEL but maintenance action required, reset can be attempted if nil fix A/C should come back to gate for maintenance action application.

4. Reported defect outside MEL A/C should come back to gate for positive rectification however reset can be attempted depending on nature of defect, defect history and en-route.

• VHF call while A/C in air but just out of BAH.

1. Reported defect outside MEL and outside capability of next station such as very high vibration with big EGT shift ( i.e. Engine bird strike with hard impact) most probably Engine change or fan blades replacement, advise can be given to operating crew to follow FCOM but preferable to divert / return back to Bahrain.

2. Reported defect outside MEL but rectification within capability of next station, advise can be given to crew to continue the fight.

3. Reported defect within MEL advise can be given to operating crew to continue the flight and next station duty Engineer to be notified either to rectify or to apply MEL.

4. Reported defect listed among system can be reset during flight as per FCOM, advise crew to carry out reset , such as aft fuel trim transfer faulty.

• VHF while A/C in flight but not to or from Bahrain. Mainly crew to follow up FCOM manual. Only technical advice can be given if requested.

13. Recover new AOG situation at Bahrain ramp. Mainly should be recovered ASAP.

i. Request written report of AOG defect from line station Engineer.

ii. Obtain from AIRMAN or/and request all related reports such as ground report, ground scan report from line station Engineer.

iii. Evaluate situation and cross check MEL, AMM limits, SRM limits, TSM, … then advise recommendation.

iv. A/C at Bahrain line station – Ramp duty manager and duty Engineer to handle situation and advise MCC about course of actions and ETS.

v. MCC duty manager should advise Bahrain Ramp history of defect and can suggest TSM,AMM, IPC, SRM, …

vi. AOG can be recovered very soon such as swap computers or replace component. Operation control to be informed through RIO

vii. AOG can be recovered but long ground time required for rectification while A/C swap can resolve situation. Operation control and short term planning to be informed through RIO

viii. AOG can not be recovered within 12 to 24 hours:

1- If reported defect outside MEL but within MMEL then concession can be applied. (this is seized in GFA for the time being)

2- If reported defect outside AMM but can be covered by MEL or not related to safety of A/C.GF MCC duty manager should apply for DDO (Design Deviation Order). DDO applied to Engineering, AIB TA (Technical Adaptation), RAS ( Repair Approved Scheme), RR TV ( Rolls Royce Technical Variation) or CFMI CDR are approved documents

3- If AOG can be recovered only by rectification before next flight, MCC DM should arrange for spare shipment, rectification by special team from maintenance either line or hangar, Engineering or manufacturer, …

14. Recover AOG situation at remote stations. Mainly should be recovered ASAP.

I. Request written report of AOG defect from line station Engineer.

II. Obtain from AIRMAN or/and request all related reports such as ground report, ground scan report from line station Engineer.

III. Evaluate AOG situation and cross check thoroughly MEL, AMM limits, SRM limits, TSM , … then advise recommendation.

IV. Reported defect outside MEL but within MMEL concession can be applied.

V. If reported defect outside AMM but can be covered by MEL or not related to safety of A/C.GF MCC duty manager should apply for DDO (Design Deviation Order). DDO applied to Engineering, AIB TA (Technical Adaptation), RAS ( Repair Approved Scheme), RR TV ( Rolls Royce Technical Variation) or CFMI CDR are approved documents

VI. AOG can be recovered only by rectification before next flight

1- Review TSM, AMM, IPC … thoroughly to decide on course of action to be taken.

2- Decide with line Duty Engineer about required spares for rectification.

3- Consumable spares which can be purchased from other operator should be arranged.

4- Rotable spare which is pool item material department to be notified for arrangement.

5- Rotable spare which is not pool item but can be loaned material department to be notified for arrangement.

6- Hydraulic repair kit available at most gulf air stations can be used.

7- Arrange Shipment of required spares.

VII. Arrange recovery team if required.

15. Ensure best on time technical performance by avoiding delays or minimize as much as possible.

16. Engine change in remote station.

I. GF MCC Duty manager should confirm situation as per data given from operating captain and duty Engineer then coordinated with specialist propulsion Engineering.

II. Once Engine change confirmed, GFA d Base maintenance / GFA propulsion Engineering and material should handle Situation in coordination with gf MCC duty manager.

17. Supervise, monitor, and coordinate Defect Control Engineer, Defect Review Engineers, Spare Support Officer and Tech record controller for all technical aspects.

18. Report to MMCC and GF Technical management all technical status required copying gulf tech, MRO concerned engineering services department and also the GFA concerned engineering services dept. Night shift should extract outstanding defects from MIS and technical delays from TDMS (Technical Delay Management System) and send all to agreed distribution list.

19. Can delegate any job to defect control Engineer or defect review Engineer.

20. Monitor and control performance of MCC staff and report to MMCC.

21. Attend regular meeting whenever requested by MMCC or technical management.

22. Inform MMCC of any potential changes or system failure within the facility.

23. Provide any technical report requested by MMCC or technical management.

24. Ensure MCC facilities and resources are utilized efficiently and correctly, advise and report any deficiency.

EDUCATION & TRAINING

University/college Degree with AME license and attended approved A/C type rating course on at least two A/C type family which are operated by GF, or Licensed Aircraft Maintenance Engineer holding either B1 or B2 type approvals on at least two A/C type family which are operated by GF.

EXPERIENCE

Minimum 7 to 10 years A/C maintenance experience with at least 5 years as MCC Engineer.