Air Operator Certificate (AOC)

An Air Operator Certificate (AOC) is a certificate authorizing an operator to carry out

specified commercial air transport operations. (ICAO Annex 6)
"... prior to commencing commercial air operations, the operator shall apply for and
obtain an air operator certificate (AOC) issued by the competent authority." (IR-OPS
ORO.AOC.100 Application for an air operator certificate)
An operator shall not operate an airplane for the purpose of commercial air
transportation otherwise than under, and in accordance with, the terms and
conditions of an Air Operator Certificate (AOC).
An AOC specifies the:
(a) Name and location (principal place of business) of the operator;
(b) Date of issue and period of validity;
(c) Description of the type of operations authorised;
(d) Type(s) of aeroplane(s) authorised for use;
(e) Registration markings of the authorised aeroplane(s) except that operators may
obtain approval for a system to inform the Authority about the registration markings
for aeroplanes operated under its AOC;
(f) Authorised areas of operation;
(g) Special limitations; and
(h) Special authorisations/approvals e.g.:
-CAT II/CAT III (including approved minima)
-MNPS
-ETOPS
-RNAV
-RVSM
-Transportation of Dangerous Goods.

Type Certificate (TC)

A type certificate is issued by the NAA (National Aviation Authority) of the State of
the Operator stating the airworthiness standard for the aircraft type, model, aircraft
engine or aircraft propeller.
Some States use a different term for type certificate, such as type approval
certificate, certificate of approval, or Fiche de Navigabilit.
The initial Type Certificate is likely to be obtained in the State of Manufacture. A key
annex to any Type Certificate is a Type Certificate Data Sheet(TCDS)
The Type Certificate Holder (TCH) will be the airframe designer which is usually
also the aircraft manufacturer but for older aircraft where the manufacturer is no
longer in existence then an alternative holder may be agreed by the State of
Design.

Type Certificate Data Sheet (TCDS)

This includes general information about the design such as dimensions, wing

loading, limiting airspeeds and required placards and markings, control surface
travel, engine installations and, where applicable, approved engine/propeller
combinations. In practice, the datasheet is more likely to be a lengthy document or
an electronic file.
Basically is the "Birth Certificate" of the type of aircraft.

Supplementary Type Certificate (STC)

An approval to carry out an aircraft type modification which is deemed by the
Airworthiness Authority concerned to be a sufficient change to the original design of
an aircraft type to require a specific validation. For example, an Operator might wish
to install an in-flight entertainment (IFE) system on their aircraft, which would
involve complicated modifications to the electricity supply system on an aircraft.
Alternatively called a Supplemental Type Certificate (STC).
All the modifications and new limits should be reflected in the TCDS.

Certificate of Airworthiness
The formal document issued by the NAA to certify that the aircraft is airworthy.
Depending upon the regulatory regime, this Certificate will need either periodic revalidation or periodic renewal which may involve the completion of a flight test
schedule.
A Certificate of Airworthiness (CofA), or an airworthiness certificate, is issued for an
aircraft by the national aviation authority in the state in which the aircraft is
registered. The airworthiness certificate attests that the aircraft is airworthy
insofar as the aircraft conforms to its type design. Each airworthiness
certificate is issued in one of a number of different categories. A certificate of
airworthiness is issued when the aircraft is registered in the name of the owner.
Thereafter, a yearly currency fee is payable to renew the Certificate of
Airworthiness. If this fee is not paid when due, the certificate expires and the owner
must apply again for this certificate to be issued. The Certificate of Airworthiness
can only issued when a certificate of release to service*1 from the maintenance
facility declares that the maintenance due has been carried out and the aircraft is
then certified as being airworthy.
(*1 Certificate of release to service - A statement signed by an LAE (Licensed Aircraft Engineer), with the
appropriate certifying approvals, which asserts that the aircraft is airworthy to the degree appropriate for safe flight
)

The airworthiness certificate must be carried on board the aircraft and must be
presented to a representative of the aviation authority upon request.
Airworthiness Certificate remains effective providing the maintenance, preventive
maintenance and alterations are performed in accordance with relevant
requirements and the aircraft remains registered in the USA.
In the USA and some other countries, each airworthiness certificate is classified as
either a Standard Airworthiness Certificate or a Special Airworthiness
Certificate.

Standard Airworthiness Certificate

A standard airworthiness certificate is an airworthiness certificate issued for an

aircraft by the national aviation authority in the state in which the aircraft is
registered. A standard airworthiness certificate is one of the certificates that are
mandatory if an aircraft is to be used in commercial operations. In the USA,
Australia and some other countries, a standard airworthiness certificate is issued in
one of the following categories:
-Transport
-Commuter
-Normal
-Utility
-Acrobatic
-Manned free balloons
-Special class of aircraft
A standard airworthiness certificate remains valid as long as the aircraft meets its
approved type design and is in a condition for safe operation.

Special Airworthiness Certificate

A special airworthiness certificate is an airworthiness certificate that is not sufficient
to allow an aircraft to be used in commercial passenger or cargo operations. In the
USA a special airworthiness certificate is issued in one or more of the following
categories:
Primary
Aircraft flown for pleasure and personal use
Restricted

Aircraft with a "restricted" category type certificate, including:

-Agricultural
-Forest and wildlife conservation
-Aerial surveying
-Patrolling (pipelines, power lines)
-Weather control
-Aerial advertising
-Other operations specified by the Administrator

Multiple

Multiple airworthiness certificates

Limited

Aircraft with a "limited" category type certificate

Light-Sport

Operate a light-sport aircraft, other than a gyroplane, kit-built, or

transitioning ultralight like vehicle

Experimental
to test new
techniques

-Research and development - an aircraft whose purpose is

design concepts, equipment, or operating

-Showing compliance with regulations - a prototype aircraft that

is
built for the purposes of demonstrating the
airworthiness of a design
-Crew training - an aircraft used solely for training that, for some
reason, does not have a standard certificate (e.g.
the NASA Shuttle
Training Aircraft)
-Exhibition
-Air racing

-Market surveys - a sales demonstration aircraft

-Operating amateur-built aircraft
-Operating kit-built aircraft
-Operating light-sport aircraft
-Unmanned Aircraft Systems
Special Flight Permit
flight
Provisional

-Special-purpose flight of an aircraft that is capable of safe

Aircraft with a "provisional" category type certificate for special

operations and operating limitations

Aircraft Flight Manual (AFM)

Definition
A Flight Manual is a manual, associated with the Certificate of Airworthiness,
containing limitations within which the aircraft is to be considered airworthy, and
instructions and information necessary to the flight crew members for the safe
operation of the aircraft. (ICAO Annex 6)

Description
An airplane flight manual (AFM) is a document produced by the aircraft
manufacturer containing detailed information on the operation of the aircraft. The
AFM details the recommended aircraft operating technique for normal, abnormal
and emergency operation together with the Aircraft Performance that should be
achieved when the aircraft is operated in accordance with these procedures.
The AFM is a vital part of the aircraft inventory and must be carried on all flights
unless the National Airworthiness Authority (NAA) of the aircraft operator has
formally accepted that the Operations Manual of the aircraft operator replicates all
relevant AFM information for an aircraft. The AFM is specific to each aircraft and
reflects the precise equipment and modification state of that aircraft. In practice,
NAA dispensation not to carry the AFM on board an aircraft is commonly obtained
by commercial aircraft operators.
Prompt Amendment of the AFM is an important function of an aircraft operator's
flight operations department and must be carefully controlled. The control process
must also ensure that any documents dependent upon AFM content such as the
Operations Manual, flight deck copies of the EAC [Emergency and Abnormal
Checklist] and/or QRH) and crew training materials are also updated following the
publication of any amendment.
It is the responsibility of the aircraft owner or operator to ensure that the
correct Flight Manual standard is maintained at all times.

Other Description
The Aircraft Flight Manual (AFM) is a book containing the information and
instructions required to operate the aircraft safely. The pilot must comply with this
AFM information. A typical AFM will contain the following:

Limitations - the 'envelope' of maximum speeds; maximum weights; allowable

centre of gravity range; maximum engine RPM, temperatures and oil pressures, etc
(for the specified powerplant); and allowable manoeuvres and other limits, within
which the aircraft must be operated to be safe.
Operating procedures - aircraft procedures, speeds and configurations used to:
*Achieve expected performance and behaviour in Normal situations.
*Achieve safe outcomes in some specified Abnormal or Emergency situations
(such as a forced landing after engine failure).
Performance - the required variation of the aircraft's maximum allowable weights,
as affected by air pressure and temperature, in order to:
*Take-off or land in available runway distance.
*Climb at the minimum required gradient, or greater gradient needed to clear
obstacles in the
intended flight path following take-off or missed approach.
Other information and instructions necessary to safely operate the aircraft
The AFM is as important as any other critical part of the aircraft. It is a part of the
type design.
If AFM supplements are applicable and required, the complete AFM is the
combination of the basic AFM and those AFM supplements.

Master Minimum Equipment List (MMEL)

Description
The master minimum equipment list (MMEL) is a list established for a particular
aircraft type by the organisation responsible for the type design with the approval of
the State of Design which identifies items which individually may be unserviceable
at the commencement of a flight. The MMEL may be associated with special
operating conditions, limitations or procedures. (ICAO Annex 6: Operation of
Aircraft)
Items that will not be included in the MMEL are :
-Those that obviusly compromise the airworthiness, and
-Those that obviusly are not related to airworthiness.
A minimum equipment list (MEL) is a list which provides for the operation of aircraft,
subject to specified conditions, with particular equipment inoperative (which is)
prepared by an operator in conformity with, or more restrictive than, the MMEL
established for the aircraft type. (ICAO Annex 6: Operation of Aircraft)
Usually the MEL is developed using the Dispatch Deviation Guide (DDG), and
consist in adequating the Operations (O) and Maintenances (M) items to the specific
model to fly for the operator, eliminating all the other references.
The operator shall include in the operations manual a minimum equipment
list (MEL), approved by the State of the Operator which will enable the
pilot-in-command to determine whether a flight may be commenced or
continued from any intermediate stop should any instrument, equipment
or systems become inoperative. Where the State of the Operator is not the
State of Registry, the State of the Operator shall ensure that the MEL does not affect

the aeroplanes compliance with the airworthiness requirements applicable in the

State of Registry. (ICAO Annex 6 Part I Chapter 6 Para 6.1.1)
An operator may not operate an aircraft which does not comply with the approved
MEL, except with the explicit permission of the Appropriate Regulatory Authority,
usually the NAA (National Aviation Authority). Such permission will not be granted to
allow the aircraft to operate outside conditions set by the corresponding MMEL.
The MEL should be entirely separate from the Configuration Deviation List (CDL),
which is a list of secondary airframe and engine components which may be
recorded as missing for without prejudicing the acceptance of an aircraft for flight.
In most cases, multiple unserviceabilities of unrelated aircraft systems cannot be
addressed by an MMEL nor, therefore, by an MEL. The decision as to whether or
not to accept for flight an aircraft which has multiple unserviceabilities
which would individually be allowable by MEL provisions ultimately rests
with the designated Aircraft Commander, subject to guidance promulgated on
a proactive or ad hoc basis by the aircraft operator.
European Regulations and supplementary information concerning the MEL for fixed
wing air carrier aircraft are contained in IR-OPS and EU OPS. The FAA system is
similar except that FAA considers an approved MMEL to be a Supplementary Type
Certificate(STC) issued to a particular aircraft by serial number and registration
number as a way of providing authority to fly it in a condition other than that at
which it was originally type-certificated.
Other Definition:
The FAA approve a MMEL (Master Minimum Equipment List) for each airplane model
that is written in a very brief outline format. Additional operator development is
required before use, since the MMEL usually does not include the (M) and (O)
procedures necessary to properly prepare and operate the airplane with systems
and/or equipment inoperative

Configuration Deviation List (CDL)

Description

A configuration deviation list (CDL) is a list, established by the organization

responsible for the type design with the approval of the State of Design, which
identifies any external parts of an aircraft type which may be missing at
the commencement of a flight, and which contains, where necessary, any
information on associated operating limitations and performance correction. (ICAO
Annex 6: Operation of Aircraft)
The CDL is usually prepared by the aircraft manufacturer and is part (as an
Appendix) of the Aircraft Flight Manual (AFM).
The CDL should not be confused with the Minimum Equipment List (MEL).

Dispatch Deviation Guide (DDG)

Airframe manufacturers publish Dispatch Deviation Guides that contain
recommended procedures that airlines may use as a basis for
development of company MELs and CDLs
-Suggested Operations (O) and Maintenance (M) procedures to meets MMEL
requirements.
*Technically correct for the best manufacturer knowledge (no FAA approved)
*Guidance information only; operators must review for adequacy.
*Not necessarilly the only valid procedures; operators may develope
alternates procedures which better meets their unique needs. (Need NAA
approved)
-Can include suggested position and contents of placards.
-EICAS list to assist in the determination of possible MEL relief.
-Can include drawing and pictures to assist in the location and identification of
MMEL/CDL items.
-If the DDG information conflicts with the AFM, MMEL or CDL, the FAA approved
documents take precedence.
(Many operators define the Dispatch Deviation Guide (DDG) erroneusly, as a
manual that contains both MEL and CDL.)

Aircraft maintenance checks

Aircraft maintenance checks are periodic inspections that have to be done on all
commercial/civil aircraft after a certain amount of time or usage; military aircraft
normally follow specific maintenance programmes which may or may not be similar
to those of commercial/civil operators. Airlines and other commercial operators of
large or turbine-powered aircraft follow a continuous inspection program approved
by the Federal Aviation Administration (FAA) in the United States, or by other
airworthiness authorities such as Transport Canada or the European Aviation Safety
Agency (EASA). Under FAA oversight, each operator prepares a Continuous
Airworthiness Maintenance Program (CAMP) under its Operations
Specifications or "OpSpecs". The CAMP includes both routine and detailed
inspections. Airlines and airworthiness authorities casually refer to the detailed
inspections as "checks", commonly one of the following: A check, B check, C check,
or D check. A and B checks are lighter checks, while C and D are considered heavier
checks.

A Check
This is performed approximately every 500 - 800 flight hours or 200 - 400 cycles. It
needs about 20 - 50 man-hours and is usually performed overnight at an airport
gate or hangar. The actual occurrence of this check varies by aircraft type, the cycle
count (takeoff and landing is considered an aircraft "cycle"), or the number of hours
flown since the last check. The occurrence can be delayed by the airline if certain
predetermined conditions are met.

B Check
This is performed approximately every 46 months. It needs about 150 man-hours
and is usually performed within 13 days at an airport hangar. A similar occurrence
schedule applies to the B check as to the A check. B checks may be incorporated
into successive A checks, i.e.: A-1 through A-10 complete all the B check items.

C Check

This is performed approximately every 2024 months or a specific amount of actual

flight hours (FH) or as defined by the manufacturer. This maintenance check is
much more extensive than a B Check, requiring a large majority of the aircraft's
components to be inspected. This check puts the aircraft out of service and until it is
completed, the aircraft must not leave the maintenance site. It also requires more
space than A and B Checksusually a hangar at a maintenance base. The time
needed to complete such a check is generally 12 weeks and the effort involved can
require up to 6000 man-hours. The schedule of occurrence has many factors and
components as has been described, and thus varies by aircraft category and type.

D Check

This is by far the most comprehensive and demanding check for an airplane. It is
also known as a Heavy Maintenance Visit (HMV). This check occurs approximately
every 6 years. It is a check that, more or less, takes the entire airplane apart for
inspection and overhaul. Also, if required, the paint may need to be completely
removed for further inspection on the fuselage metal skin. Such a check can usually
demand up to 50,000 man-hours and it can generally take up to 2 months to
complete, depending on the aircraft and the number of technicians involved. It also
requires the most space of all maintenance checks, and as such must be performed
at a suitable maintenance base. Given the elevated requirements of this check and
the tremendous effort involved in it, it is also by far the most expensive
maintenance check of all, with total costs for a single visit ending up well within the
million-dollar range.
Because of the nature and the cost of such a check, most airlines especially those
with a large fleet have to plan D Checks for their aircraft years in advance. Often,
older aircraft being phased out of a particular airline's fleet are either stored or
scrapped upon reaching their next D Check, due to the high costs involved in it in
comparison to the aircraft's value. On average, a commercial aircraft undergoes 23
D Checks before it is retired. Many Maintenance, Repair and Overhaul (MRO) shops
state that it is virtually impossible to perform a D Check profitably at a shop located
within the United States. As such, only a few of these shops offer D checks.

Maintenance Review Board

Initial aircraft maintenance requirements are proposed in a Maintenance Review
Board (MRB) report based on Air Transport Association (ATA) publication MSG3.
Modern transport category airplanes with MSG-3 derived maintenance programs
employ usage parameters for each maintenance requirement such as flight hours,
calendar time, or flight cycles. Maintenance intervals based on usage parameters
allow more flexibility in scheduling the maintenance program to optimize aircraft
utilization and minimize aircraft downtime.
Another definition

The group led by the Airworthiness Authority which determines, by issue of an MRB
Report, the principles which should be applied to the development of a
Maintenance Programme for an aircraft type or aircraft engine type. Through the life
of the aircraft, further MRB Reports are issued as necessary to ensure that
approved maintenance regimes continue to take full account of aircraft
modifications and variants.

The Maintenance Review Board (MRB) and

Maintenance Planning Document (MPD)
When a new aircraft is being designed and produced, the aviation authority, the
manufacturer, and selected industry participants form groups called Maintenance
Steering Groups (MSG) and Industry Steering Committees (ISC).
These groups, through numerous meetings determine the frequency and scope of
aircraft inspections to be peformed. This information is provided to another group
called the Maintenance Review Board (MRB). The MRB will issue their final
recommendations to the manufacturer on how an aircraft should be maintained.
The manufacturer then publishes this information in Maintenance Planning
Documents (MPD) to be provided to the customer.
For small private aircraft the aircraft owner usually follows the inspections and
maintenance practices published by the manufacturer.
For airline or commercial operators, the recommendations of the MRB and
subsequent MPD are used to develop a Continuous Airworthiness Maintenance
Program (CAMP), which is then approved by the FAA.

Maintanance Programme
Definition:

Maintenance Programme is a document containing the maintenance

requirements/tasks that needs to be carried out on an aircraft in order to ensure its
continuing airworthiness.

Description:

The maintenance programme must be produced for each aircraft type by the
Operator (AOC Holder) and subsequently approved by the NAA. For Commercial Air
Transport (CAT) and Large Aeroplanes with MTOW above 13000 Kg, Maintenance
Programme is initially developed based on the Maintenance Review Board
Report (MRBR) and Maintenance Planning Document (MPD). However, as the
MRBR for such aircraft is developed based on MSG-3 Logic, the Operator must
monitor the effectiveness of its maintenance programme(s) by developing and
running a Reliability Programme. Reliability Programme requires the collection
of data from different sources, analysis of such data to identify trends and
addressing any reliability issues by taking effective corrective actions. Such
corrective actions can be in the form of amending maintenance programme to

increase tasks frequencies. Therefore, over a period of time, an Operators

Maintenance Programme evolves based on its own operational experience.
Sometimes operators use Reliability data to justify the escalation of task intervals
within the maintenance programme. This is perfectly acceptable as the escalation
process requires statistical evidence based on factual data collected from
operational experience. However, maintenance task escalations related to critical
systems or components must be scrutinised from system safety point of view.
System design must be reviewed carefully and risk based decisions must be made
to avoid any catastrophic failure. Alaska Airlines MD83 Crash in Jan 2000, which was
due to a failed stabiliser jackscrew, is a typical example of how such maintenance
tasks escalations crucially affect airworthiness of the aircraft.

The Approved Maintenance Program

The AMP describes the operators routine scheduled maintenance tasks which are
required to comply with the obligations to ensure continuing airworthiness.
In addition it contains the rules by which the operator is approved to operate with
the program to include extensions and variations which must be applied.
Moreover it describes criteria by which certain tasks may be performed for example
inspection task General Visual Inspection (GVI) and Detailed Visual Inspection
(DTI).
The Maintenance Planning Document (MPD) is the source document providing
maintenance planning information necessary for operators to generate a dedicated
or customized Aircraft Maintenance Program (AMP).
The MPD should not be considered the final document in determining appropriate
maintenance each operator has direct responsibility to decide what maintenance
must be performed and when it should be done.
However in the case of both Airworthiness Limitations (AL) or Airworthiness
Limitation Items (ALI) and Certification Maintenance Requirements (CMR)
the operator must ensure full compliance with all requirements A CMR is a
required periodic task established during the design certification of the airplane as
an operating limitation of the Type Certificate (TC).
Airworthiness Limitations (AL) are a regulatory approved means of introducing
inspections or maintenance practices to prevent problems with certain systems.
Mandatory replacement times, inspection intervals and related inspection
procedures for structural safe-life parts are included in the AL document.
As well as the scheduled tasks the various requirements of Service Letters (SL),
Service Bulletins (SB) and Airworthiness Directives (AD) the operator must
have a process to analyze the information and ensure appropriate compliance.
Furthermore it is possible for additional tasks to be found in the Engine, APU and

Vendor Manuals (For example CMM), so these should also be considered where
appropriate within the context of the AMP.
Each Maintenance task must be described fully in Instructions for Continued
Airworthiness (ICAW), for example the Aircraft Maintenance Manual (AMM).
The ATA numbering system which my be supplemented using the AMTOS process
provides a common system which is used across all the aircraft documents.
In general the documents which are used to support maintenance and trouble
shooting or subsequent rectification are:
AMM (Aircraft Maintenance Manual)
IPC (Illustrated Parts Catalogue)
SSM (System Schematics Manual)
FRM (Fault Reporting Manual)
FIM (Fault Isolation Manual)
SRM (Structural Repair Manual)
WDM (Wiring Diagram Manual)
MEL (Minimum Equipment List)
DDG (Dispatch Deviation Guide)
Checks time limits and intervals are spelled out in the operator's Maintenance
Specification Manual. These intervals are approved by the FAA and the
manufacturer. The airline can 'buy' the manufacturer's package or build their own
based on current operating data and trends. Again, approved by the FAA.

Aircraft Maintenance Manual AMM

The formal document which details the way in which all maintenance tasks carried
out on an aircraft shall be accomplished. This includes items such as lubrication
system functional checks and servicing of the airplane but usually excludes
structural repairs and modifications.

MSG-3
Description

MSG-3 (Maintenance Steering Group) Operator/Manufacturer Scheduled

Maintenance Development is a document developed by the Airlines For America
(A4A) and it aims to present a methodology to be used for developing scheduled
maintenance tasks and intervals, which will be acceptable to the regulatory
authorities, the operators and the manufacturers. The main idea behind this
concept is to recognise the inherent reliability of aircraft systems and components,
avoid unnecessary maintenance tasks and achieve increased efficiency.
MSG-3 is widely used to develop initial maintenance requirements for modern
commercial aircraft which are published as a Maintenance Review Board Report
(MRBR) and include four main sections:
-Systems and Powerplant (including components and APUs),
-Aircraft Structures,

-Zonal Inspections and

-Lightning/High Intensity Radio Frequency (L/HIRF).
Each section contains methodology and specific decision logic diagrams.
Particularly, the Systems & Powerplant section requires the identification of
Maintenance Significant Items (MSI) before the application of logic diagrams to
determine the maintenance tasks and intervals. In addition to these tasks
developed by using MSG-3 analysis, other maintenance tasks may be identified as
part of the certification process, which requires System Safety Assessment (SSA)
and use of methods such as Failure Modes and Effect Analysis (FMEA) (FAR/CS
1309). Such tasks are called Certification of Maintenance Requirements (CMR).
Similarly, the Aircraft Structures section describes the Structure Significant Items
(SSI), which are different than Principal Structure Element PSE) (FAR/CS 25.571) and
it also provides methods and logic diagrams, which are to be used for the
development of structural inspections tasks.

Background

MSG-1 was first published in 1968 and used for developing scheduled maintenance
for B747. Subsequently MSG-2 was developed and used for developing scheduled
maintenance for 1970s aircraft such as L1011 and DC-10. MSG-2 was process
orientated and used a bottom-up approach. It also introduced condition monitored
maintenance concept. At the same time European Maintenance System Guide
(EMSG), which was an improved version of MSG-2, particularly on structure and
zonal analysis, was used for development of the MRBR for the Concorde SST and
completed in 1975. Based on the experience and the identified weaknesses of
MSG-2, the Original version of MSG-3 was first published in 1980 and it introduced
a top-down approach by focusing on consequences of failure. MSG-3 expected the
assessment of functional failures and the assignment of the consequences of those
failures into two basic categories, SAFETY and ECONOMIC. Unlike MSG-2, MSG-3
is a task orientated and this eliminated the confusion associated with the different
interpretations of Condition Monitoring, On-condition and Hard time. The other
fundamental improvement was the recognition of Damage Tolerance Rules and the
Supplemental Inspection Programmes. Since 1980, a number of revisions (Rev.1,
Rev. 2, Rev. 2001, Rev. 2003, Rev. 2005, Rev. 2007) have been made to MSG-3, the
most recent in 2009 but, as yet, MSG-4 has not followed. The latest version of
MSG-3 introduced some elements related to Structural Health Monitoring Systems
(SHMS), which was the result of issue papers published by the International
Maintenance Review Board Policy Board (IMRBPB) .