MAINTAIN SAFER AIRCRAFT— AND A SOUNDER BOTTOM LINE itup and running. More than that, it helps you: + Save money by maintaining aircraft toa higher standard * Minimize aircraft downtime while slashing maintenance and repair costs * Apply systems concepts for improved integration and communication * Upgrade technical and provisioning functions + Improve efficiency in meeting regulatory requirements. * Identify and monitor maintenance program problems and trends * Stay on top on quality assurance, quality control, reliability standards, and safety issues + Fine-tune your approach tothe human factors in maintenance Visit Mra cation at: wim books mcow-iLcom ts Saat —— WM il Commercial Aviation Photogapy ~ * Minimize maintenance costs ANAWADVNVIN. JDNVNALNIV NOLLVIAY = AVIATION MAINTENANCE MANAGEMENT Identify and monitor Maintenance problems and trends * Minimize aircraft downtime by proper planning ” Harry A. Kinnison, Ph.D.Aviation Mainter Manage Harry A. Kinnis Nowe Cheapo San France Let ‘ie Gy lan Rew Be SraIntemticl ting and Compton. Theta forth cose at ‘Anthony Land ‘Printed and bound by RE Donel. In memory of Dave Ross and Al FarrisContents LUstot Figures sit stot abies xv Pretce xl Part |: Fundamentals of Maintenance 1 Chapter 2. Development of Maintenance Programs Intodueton ‘The Matnarance Steering Group (MSC) Approsch Process-Orlente Malnanence i 3 E E s #88 euees. Part Techn Serve ® neta : ‘Mechanics, Technicians, Engineers: chapter 8. Engineering ° fomoweme : * moe 3 a 2 icoruatarnoa 3 wa Sr x Seana Tooetatrrereae cher, ny tenon Reon « ee pan : om rs om etre : etn rn 3 a 3 2 ft co Sa “ 2 ary " ‘Organization of PPRC os « parece tr 2 vo taht . mena 2 “nn peoreet eae pcyiocree 2 eTocs Mave ‘Control of Publications. oman 2 7 pry $ aac ee . Couper Rien sts Pen » = = somescumr ee : — 2 ‘Aviation Maintenance Program Outlined (AC 120-160) a Training for Aviation Maintenance: ‘Summary of FAA Requirements a Maintenance Resources Management 192 ‘AadiinealUaintanance Program Recpavernante o “Airframe Manutecturer’s Training Courses: onmery “ Other Airline Training Courses 133 Chapter 7. The Maintenance and Engineering Organization 8s chapter 12. Computer Support ae Sentero * ea cone = Sean = Ta : The MAE Organizational Chart a ‘Computer Program Modules. 138 General roupinge a Seleting « Computer System 138 on : ‘Sac Rewtacae te Ze a os Sentra : Part: Manonnce nd Mat Support Feectee cera = che nanan eat © teen : een — 2 Testes Organizational Structure andthe TPP “ Maintenance Control Centar Responses ameter :content contented Ine Maton Operaone—Ganr “ ‘chapter 18. Reaity Ea era osbook ve troduction 201 tam en Temi! Operations v0 Types of enany im ‘ter Lin anonenes Aion 10 Peete = Ine Station Activities. 1 ‘A Reliability Program 206 ‘Maintenance Crew Skill Requirements, 182 Elements of « Reliability Program 206 Morning Meeting 1 ‘Other Functions of the Reliability Program a7 ‘ernsraton an Manager Raat Progam ” Chapter 14, Hangar Maintenance (on-Aerat) 158 eduction v8 ‘chapter 20, Mantenance Safety a Orgentaton of Hangs Mantnance ve z= Problem Ares In Hangar antonence 187 ‘eta m Maitonnce Suppor Shops 2 Hane ay roar m {rund Suppor Eaupment re 2 anger Malrtenance Actiy-—A Typlesl"C" Check 12 ora Reeponattion for Duty a ‘ian ena ry eps Z ‘Chapter 16. Mantenance Overhaul Shops (ot-Arerat) 105 Orgentton of Overhaul Shope 16s Part V: Appendixes 29 Types hope tes aration ot Overhaul Shope er ppendbe A. Systems Engineering am |Shop Data Collection 18 Introduction at tomate vrs Sytams Approach B ‘chapter 16. Mater! Su 109 ator Enanetng m * Por Definitions 23 Crgntton a Funton of Mater 0 Sen contol 2 The Materiel Directorate. 170 System Optimization 26 MAE Suppor rnctons of tr m Sree Opa stone Lye Suture Be ter Matr Poctons ve ang ty ayer = Part IV: Oversight Functions, 179 pend B, Human Factors n Maintenance 239 7 ce 1 Background m0 hapter 7. Qualty Assure etrn = ‘eure or uaty Assure (OK) se Bane etre ystems Ergeerng xe Quatty Audis i Goais of the System versus Goals of the User at 150 9000 Cunt Standard we Designing rth Human teria ze neernalranel 18 ‘Human Factors in Maintenance 22 (Cher Pnalions ofA 0 ‘Human Factors Responsibilities: 243 acy au apt 18. Quay Controt 181 summary ™ trrodcton i ‘rece oreniston a poendbxC. The Art and Seance of Troubleshoot 248 Fakend Jaa erencee 2 tnroaucton 25 {Oc nepctorQuaestons 19 “Thee Levee of Toubeshoatng ae Baa iepecon oles ie Kromidge of ustonctons ao ‘tne ae actin te ‘romtdgeia Power 0ETOPS fr non-ETOPS Airplanes B oF SSS3SS 2 BBs E SEaE gE List of Figures ° 7 ° ° 2” 2% 2 z a * 0 2 % m2 ae 100 rgntztona Chart for Maintenance Program Evaluation 120 209 200 210 22 219 2a 27 260 280 270 aList of Tables Tabet 0 ‘ebie2t —-MGG-2 Process Ste 7 Tb tr so ‘Table @ Tables ° ane 54 6 Tabi ° | Tae 6 n abe 6 15 ‘aio? 16 Tab "7 ‘Teed Summary i 120 ‘Tate 128 ab 102 a7 Tabi 12 38 abi 122 = 40 ane rm abe ‘ apiet72 * 7 “able 17.2 Continuous Recorde ms “able 17-4 Routine Records 7 ‘able 17-5 Repettve Records 2 “able 17-6 Permanent Records 20 Table 181 NOTNDY Techniques i” “able 182 Mechanleal Rly Reports 8 Table 161 Plot Reports per 100 Landings (by ATA Chapter) a ‘Table 201 Occupational Salty and Hath Standards 22 fable At Systema and Subayetoms a “able B+ — Human Factor Design Guidelines 2a Table Dafintlons ‘able C2 Questions to Askin Toubleshooting 258Preface Equipment Repeirmen in Wiesbaden, Germany. Line, hanger, and shop mainte- nance activities were drilled into me by a Sergeant Gottlieb R. Schneider, who taught me the art and science of troubleshooting as wel. My coworkers—Ron Wright, Tom Cumming, and Gene Hackett—helped immensely in my training. ‘They taught me radar systems and I taught them navigation systems. We all,vin Preface I a CN Nevtem Mohncod Vier Wone Introduction Rewer R Derek White Tai Netehara ve Wisoman eran Nombuena Special thanks should go to those at Embry-Riddle Aeronautical University (ERAU) Extended Campus. Thoy not only hired me to teach the subject of this book, they allowed me tose my own materials. This book is an outgrowth ofthat original series of lectures. In addition, the staf at the Seattle Center of ERAU not only provided assistance on contacts and information when needed, several ipt. These people include Dr. Richard ‘Aviation in the Beginning Extended Campus. Thei ‘Several airline people have also assisted inthis endeavor. First are the employ 1e Boeing 747 freighter. She stood there for a moment, silently script and provided much inform ‘Avreraft Maintenance Supervis taking the time to discuss hi ide ‘the huge, empty airframe. Her tour guests did the same, jon’s operation with me and for allow is package freightors. jon came from the Air Transport just as appreci ‘Although many people have contributed and assisted in the production of this book, itis appropriate that the person whose name appears on the byline Should tae full edt for any erors oromisslone within the text. Tn ie bene ‘to the maintenance of these complex vehicles has kept pace. Today, aviation is ccuracies, I humbly apologize. The Weight Brothers fs ight wot 120 in abot 12 sone and reached an tude feat anny A. Kinnsow, PHD. an 108 The Boing 47 Geiger pprsiately 150 Rinse andthe decks 16th rod Kent, Washington (caloaed,sx inroduction Introduction xa the safest mode of transport in the world” A considerable part of that safety sof mechan, ecisians engineers, nd experimenters in aviation—some of them with more acadi {failed to meet the challenge. And some of Promotion of Flying the airplane, and delivery ofthe U.S. Mail was consid ‘earth application "The first airline in the United States to carry passengers on a regular sched tables, “iv hin day ld timer inthe Sent arn refer to The Bosing Company aa "Tho Kis Factor” "he Wright Brothers mae fou fights in all hat Set day December 17,100) The fourth one ‘the Weights bad already design and hula gucine engine to run the dil press and athe svar for 9 sesnds aad covered nStanc 852 inthe toe‘passenger would ng, sitting atop the mailbags if Inter, additional seats were added to airplanes and pas: sengers became more frequent sources of revenue. The U.S, government encour- carry more passengers so they wouldn't ‘Weather conditions were received by obser @ into use in the late (000 miles of lighted air- in ireraft and engine technology. Today, 100 years after the Wright Brothers his ‘ori first ght, aviation has come of age. People can fly—and in immense com- fort and safety. Early Aviation Maintonance In those early days of aviation, maintenance was performed “as necessary" ‘and the machines often required several hours of maintenance time for every ‘accordingly. ‘The modern approach to maintenance is more sophisticated. The aircraft are ‘design and maintenance techniques and to keep the leading edge. jsticated approach to maintenance requires sophisti- cated management both in development of the intial maintenance program Introduction xa sto accomplish al that is necessary to maintain that superior tton for those who have background and experience in avia- ‘and who wish to move into lower and middle level manage ‘Aviation Industry Interaction ‘The aviation industry is unlike any other transportation mode. In aviation, we ‘We are required by Federal Aviation Administration (PAA) regulations to meet all maintenance requirements before releasing a vehicle into service. Thia is ‘often not the case with other commercial tranaport modes. In aviation we have ‘a relationship with gravity that differs considerably from that of any otherthis structure for large and small sirines as well as operators with multiple ‘maintenance bases and those who outsource 60 nance work are also discussed, port material for the rest ofthe book. art: Fundamentals of Maintenance ‘Chapter 1, Why We Have too Mainte designing and building complex equi ‘tems. This chapter also covers common terme inchding goals and objectives. The chapter then establishes specific goals and objectives for maintenance. The text discusses how these ‘Chapter 10, Technical Publications, discusses the publication and distribution ‘were developed and what they mean to airline maintenance management. of all documentation required by the various maintenance and engineering ‘Chapter 4, Aviation Industry Certification Requirements, addresses the Federal departments, This includes documents provided by manufacturers, vendors, Aviation Administrations requirements for sircraft design and manufacture and ‘and regulatory authorities as well aa those documents produced by the airline,Shap hn niger hetrinig egret of wean inspectors, and quality asaurance (QA) au ining conducted by the airine as wel as that ‘raining organization is also required by hydraulic aystems and various other speci third-party maintenance activities. The orga Chapter 17, Qunity Aarne, covers ne ofthe primary ori untns needs to ensure top operation. Quality assurance (QA) is responsible {or setting maintenance standards at the airline and also serves as M&E's point 0, Maintenance Safety, discusses the safety programs ofthe airline te to maintenance and engineering. This includes smoking regula- tions, fire detection and prevention, fall protection, handling of hazardous mate- rial, etc. The chapter also discusses the material safety data sheets (MSDS) and the "right to know” program to alert workers to hazards, Part: Appendixes Appendix A, Systems Engineering, discusses the concept of systems engineer. ing and how it applies to maintenance and engineering in aviation. The text includes discussion of various system engineering terms such as internal and gxterel component, inputs an output, ystem boundaries andthe chang ing of aystem bounds fence between the systems ‘Appendix B, Human neering. The appendix ends ‘manufacturer and airline levels ‘Appendix C, The Art and Science of Troubleshooting, discusses one ofthe fun- damentals ofa maintenance activity that is dificult and elusive. Troubleshooting requires a certain amount of experience for one to blossom fully in the art, but there are some basie concepts one should understand first. This appendix pro- vides the fundamentals ofthe troubleshooting process, which ean be used by maintenance mechanics and technicians, by engineering personnel, and by ‘management to locate and pinpoint problems.‘of determining the specific problem area, ‘Appendix B, Extended Range Operations (ETOPS), discusses the 60-minute lle for tworengine airplanes (PAR 121.161) and provides some historical back- Ground on the development of ETOPS. Requirements a carrier must meet to ‘Sbtain PAA permission to deviate from the 60-minute rule Ge. to ly ETOPS) are also covered. (Append, lors iain oftenme and abbreviations used throughout the Aviation Maintenance ManagementPart Fundamentals of Maintenance ing on initial maintenance program. Weill discuss the various maintenance check packages ihe 42-hour ‘and transit check, the monthly “A” check, the yearly "C" check, etc.)2 Fundamental ot tatenance FS Chapter ‘ Feet ees operation: end lt moinlanane®, ae am thug band incu the document produced bythe eat cheers by the regulatory authofic and y the ‘midsized airline. Variations for Be discussed. Part I, then, can serve as backgroud to the remainder of the book and can, if desired, be used as the basis for a introductory course in the subject of aviation maintenance ‘management. ity ‘There is one concept in thermodynamics that is often a puzzler to students ‘That concept is labeled entropy. The acedemic experts in the thermodynamics44 Fundamentals of Maintenance Why We Have to Do Malntenance 5 energy input. While some ofthis can be attributed to heat loss through friction ‘and other similar, traceable actions, there is still an imbalance of energy. Defining ‘entropy as the “unavailable energy” of a eystem rectifies that imbalance "The late Dr. Tsaac Asimoy, biophysicist and prolife writer of scien science fiction, had i cul in design occurs when the designer has produced stitutes the natural entropy ofthe system. optimum system when the boss, who is respon- ‘ASaw Blade Has Width ‘This concept of entropy, nergy, can be illustrated by a simple example, Mathematically, tis possible to take halfofa number repeatedly for. af of tha "You can continue this until you reach a point where you ean no ‘board to saw it, But, even if you could find some way to hold it you have eft to increase in the total entropy of the system. Therefor imize the entropy of a system during desi watural, continual increase in the entropy. Width, This oa rather simple example, But you can soo thatthe real world isnot The ame asthe theoretical one that scientists and some engineers vein. Nothing is perfect. Tints The mechanics responsi, on the other han ‘Tha Role ofthe dngineer {increase in entropy during the operational lifetime ofthe equipment. ‘The design of eystems or components is not oly limited by the imperfections of ‘Two Types of Maintenance the physicel world (e., the “natural entropy” ofthe system), itis also limited by Mainte ero ont so nc pcan tytn sp pen On Pee pn ign of rite pa een, See ovat seen ten aggre ase‘Why We Have te Do Maintenance 7 [DESIGNED -INLEVEL extRoPY ‘OF PERFECTION overhaul of parts or subsystems. Since these breakdowns occur at various, ‘unpredictable intervals, the maintenance actions employed to correct the prob. Jom are referred to as unscheduled maintenance. Rollabiity ‘maintenance in more detail in Chap. 19. But there is one more important point to cover here—redesign of the equip- ment, i Redesign com me ea je eatng, rou. Figure 13 shows the orginal curve of our theoretical system, curve A. The more dtiliv ton requiring extensive at FR. te eo ine soplacsment estore cr comple dashed line show the spate original lve of perfection Our eybem, however,REUABIITY THe owe 3. of redesign on este alibi: 1 bun reigned tow higher vl of portion hat i higher vel a tether ,ase in total entropy. During this redesign, tenance costs. Winy We Have 0 Do Maltenance 9 ‘ates the same as befor, as shown in (0) of Fig. 1-3, teep, as shown in (D), then the maintenance interval would be increased ‘these two imitations is basically responsible for our profession of maintenance. Fallure Rate Patterns Maintenance, of cour discussion of entropy. simple as one might conclude from the above ‘important fact that must be brought out; not tenance performed on these components and systems is related to those failure rates and failure patterns,“nln moray constant or igh Hing | * itr i ie wer aut ped 9) "No fant moray agi ning are Tate dette meat pericd oP ering ai cu a tly ring rt no dit wear-aut par TE iinet ori cotati ate ‘Rrougbout ie ne dete wear on period 14) infant moray, constant fur rate throughoa eT Sa Fay Noi oe nly Ged Mange US alate ef Commerce Neral Tie! fermion Sere, Waaingan, De. 178 sunset maintenance. "Tous chracteristc of aur make i necessary to approach maintonance ina somatic manner to radica peak periods ofinocheduled naintnance spa mpm mame ese yak Ppt ef mee mann, “ues the decign and manufacturing of arcraf and atoms to asome. ‘hecho protien These ae dacaed eth nest ves portant tothe discussion. ‘commonly referred to as the “bathtub” curve, for obvi cous reasons. Ths failure rate pattern exhibite a high rate of failure during the ‘early portion ofthe component’ life, known as “infant mortality." Tha i one of ‘the "bugaboos" of engineering, Some components exhibit early faihures for several reasons: poor design, improper part, incorrect usage. Once the bugs are worked lure rate levels off or rises ‘rapid rise shown in eurve A near the end of its life isan indication of ‘wear out.” ‘The physical limit of the component's materials has been reached. ‘Curve Bethibite no infant mortality but shows a level, or slightly rising fei ‘untila definite wear-out “Nowan Sang and Howard Heap, Reliabilt-Contered Maintenance, Nationa Techical ured that Infornstin Service, Washington, DC 197%. ure, then, they already have a positive indication, through the instrumentation,12 Fundamenals of Walntenance thatthe backup system is available and useable. The purpose for this arrange ment ia to strike a middle ground between how much instrumentation is used rej how much maintenance is required to ensure system serviceability In some ‘tases the backup system is automatically switched into service when the pri hary system fails Flight crew needs during the light are primary concerns in ‘making such decisions. “Another common concept used in aviation isthe line rep ‘ment and accesso ‘the document to its own configuration to produce the MEL (more on this 5). Many of these MEL items are associsted with redundant systems. The con- opt of the MEL allows deferral of maintenance without upsetting the mission Jeguirements. The maintenance, however, must be performed within certain pre Texibed periods, commonly 1, 3, 10, or 30 days, depending on the operational requirements forthe system. identified in the MMEL by flight erew personnel during the zrsonnel determine by the airplane manufactu ‘The DDG contains information such as tying up from removed units, opening and placarding ci- fdvertent power-up of certain equipment during flight, and any other tion that needs to be taken for precau- tionary reasons. Similar to the MEL is a configuration deviation list (CL). Why We Have 0 De Maintenance 13 ‘This list provides information on dispatch of the airplane in the event that cer- sing or when other configuration differences not affecting. Establishing a Maintenance Program Although there has been a considerable amou Although the iderable amount of improvement in the quality semen, no mater how goad o how rei attention from time to time. feed or how reliable | dled maintenance snd serving are nade o ensure level of perfection (reliability) cs “I asin aoe of ‘components and systems fail in different ways and at dif- sults in a requirement for unscheduled maintenance that tua fased proces known as evra maintenance an cogieering Tho program dace herein baa been crested over he yearby concentrated‘Chapter 2 Development of Maintenance Programs Introduction ‘The maintenance programs currently nub in commercial aviation were dev)Each group addressed thei adequate initial maintenance program. Armed with information on aystem oper- ‘ation, maintenance significant items (MSIs) and their associated functions, fail. ture modes, failure effects, and failure causes, the group analyzed each item ‘approach because it looked at the components asthe most likely eauses of equip- todetermine which of three other trae The speci refrences tot fnew enealize profes could be ued onalaicraft Tt waa named MSG, 2 and ied tothe development of maintenance progam fr the Lackhed 1011 and {te MeDonnel Douglas DC-10 sizpanes, Other alight modifications were made 1072 by European manufactrere andthe resulting procedure "The MSG-2 process was slightly different for the three maintenance areas, studied: (a) aystems and components; (0) structures; and () engines. Table 2-1 ‘summarizes the steps for each: Development of Maintenance Programs 17 Symemiomp _Sercune Bogie Analy ctv 1 1 Wentily tenets and hr lgnicat me : ont significant ert] iteme 2 ont hee fusetins, fre made, and face elehity 2 ent faire modes endure effets 2 dent their anetions fur modes, andfalore este a 3 Dafne achaduld maintenance atk having ‘Potential efeerenem relative tothe cons of perationlreleity a ‘Azsoss tho potenti] eactvenen of echoed ‘napectons of eucture ‘ 4 Anns te derby of achedalngthowe tasks heving otal ectivenene « Arse the desirability of thor inspections of strutare Which do have potenti efctivenons 5 Determine that inital sampling thesbalde were sboropiate ‘ounce Aine Manctr Maintenance Program Documeat MSG: RAM Sabcmlen Ae ‘Tanegot Amman Mah 36178ments, tests, or other means without doing a tear-down inspection. These on-condition checks are tobe performed within the time limite Gntervala) pre- scribed for each OC check. On-condition determination of continued sirworthiness| failure preventive process which requires thatthe tem be removed ‘and either completely overhauled, partially overhauled120 Fundamentas of Maintenance i a “quantifying” check with specified tolerances andlor wear limits which must ‘operator's maintenance ‘Meter boon rom Od Srtviate the weer ndordteraason onion enon ncompasses periodic collection of data that will mponent, system, or engine. Through analy- inure preventive processes Mo emanber abet te n-condtin proces (—) fa satisfactory soba OC check, or if evaluation of the OC data collected will shit unt the next OC check, rife 1 rea ven the 1 process wil close to maximum Iie on components an she regent editing data. P Bamplos of component susceptible tothe onconition proces area fllows: 1. Brake wear indicator pins: Compare brake wear condition against a specified standard or limit, Brake wear will vary considerably among operators due 8. Linkages, control rods, pul for wear, end or side play, or Since CM items are operated to failure, the ATA states that these items must comply withthe following conditions:” 1, ACM itom has no direct, adverse effect on aafoty when it fails; i, the air craft continues to fly to a safe landing. Generally, CM items have only this tion of that hidden function is verified by a scheduled operational test or other nonmeasurement test made by the light rew or maintenance crew, CM ‘can still be used, systems. CM items usually have no adverse no predictable life expectancy). In addition tothe above ATA stip relationship between age and relia ‘They exhibit a random failure pattern. ‘The most appropriate application of the condition monitoring process is to complex systems, euch aa avionies and electronics components, and to any other components or systems for which there is no way to predict failures, Typical = Ailne Manufacturer Moinenance Program Devlopment—MSO-2: RAM Subcamnitne of avd March 28 70 (ue The dosnt elope kp up date y ATA22 Fundamentals ot Maintenance ‘components and systems ‘may be used for CM actions, The basic elements of a CM program ay include data on unscheduled removals, maintenance log entries, pilot 3s the HT interval ean be extended. tenance requirement or that the cover FT peda : {Schangetetntoras By the same token, CM dat collection may indicate that eed be shortened fren components, The CM pro- ‘Note fo the technical purists Condition monitoring does not really monitor the “condition” of component. {tessentially monitors the failure or removal statistics of the unit. You moni- ‘5 the component’ condition with the on-condition process, ‘Task-Oriented Maintenance ‘Tusk-oriented maintenance programs are created for aviation using decision logic procedures developed by the Air Transport Association of America, The process, ealled MSG-3, isa modification of and an improvement on the MSG-2 approach: tasks to prevent failures and to nuntain te terol of rab ofthe eaten Tae ee eas sories of tasks developed by the MSG-8 approach: (a) airframe systems tasks, (b) structural item tasks, and (¢) zonal tasks. Maintonance tasks for alrtrame systems Under the MSG-3 approach, eight maintenance tasks have been defined for airframe systems, These tasks are assigned in accordance with the decision analysis results and the specific requirements of the aystem, component, ete, ‘under consideration, These eight tasks are listed and defined below: 1. Lubrication. An act of replenishing ol, grease, or other substances used for the purpose of main i 3. Inspection. An examination of an item and comparison against a specific standard, 4. Functional check. A quantitat performs within specified equipment. 6. Visual check. An observation to determine if an item is fulfilling its intended purpose. This isa failure-finding task and does not require quantitative tal 17. Restoration. That work necessary to return the item to a specific standard. Restoration may vary from cleaning the unit or replacing a single part up to and including a complete overhaul. 8, Discard. The removal from service of any item at a specified life limit. Maintenance tasks fr structural Items Airplanes are subjected to three sources of structural deterioration as discussed below. 1. Environmental deterioration. ‘The physical deterioration of an item's strength or resistance to failure as a result of chemical interaction with ite24 Fundamentals of Mntenance climate or environment. Environmental deteriorations may be time depen- dent, 2. Accidental damage. The physical deterioration ofan item caused by contact ject of influence that is not a part of the airplane, or wuman error that occurred during manufacture, oper performance of maintenance. ‘or eracks due toeyclic loading and 2, Detailed inspection. An intensive visual inspection ofa specified detail, assem- ‘ly, or installation, Iisa search for evidence of irregularity using adequate lighting and, where necessary, inspection aids such as mirrors, hand lenses, te. Surface cleaning and detailed access ‘leo be required, surveillance tasks. ‘The Current MSG Process—MSG-3 ‘The MSG-2 process was modified in 1980 in a document released by the Air ‘Transport Association of America.” The document states "MSG-3 did not * Ainline/ Manufacturer Maintenance Program Development Document: aa Soper 30 190 levine evel en Mare 1888 September 108, March 2000; and March 2001 Latest ‘ero called Operator Manufacturer Scheduled Maintenance Devpment ein 20003 Development ot Maintenance Programe 25. S Lf Evident Falures — (A) Hidden Falures — (8) Fy 22 MSC. lea ante flare otron, (Corto ir RoaprtAnoclation of Ameria, ‘Rone wth permieon. Copyigh © 205 by A Trapt Asan of airs In Al gh eed constitute a fundamental departure from the previous version, but was built "upon the existing framework of MSG-2 which had been validated by 10 years of reliable aircraft operation using the maintenance programs based thereon.” ‘The MSG-3 program adjusted the decision logic to provide mor aircraft operation. The failure is assigned one of ‘economic. Figure 2-2 isa simplified diagram of t process. catogories: safety and step in the MSG-S logic “Each kin ig. 2.2 umre. The aumbers mth output ack (trough red laser tet the eter ath ie Ode, cen ey) The ‘ ‘ocd nter inthis ease ) Meesonunbers milderater Thon fares ies ifety related and nonsafety related items. These are ignated as cate- 4 MSO-8— level Il anayi~ hidden ture. (Churtey of Air Tropes Assocation of Ameria, ne ‘Hopi wth permis, Carts Sb A Baer Asason of knee fi agi tae bythe reabiity program aa de cussed in Chap. 19.‘The MSG-3 process can be best understood through a step by step explana: for a given analysis. Bach working ring process may take a itle more time. The is training to the work furnishing any available finally, the grow performed. This latter exercise makes use ofthe failure rate data as well asthe experience ofthe working group members. ‘The Maintenance Program Documents, ‘The result of the MSG-3 analysis constitutes the original maintenance program for the new model aireraft and the program that isto be used by a new opera tor of that model, The tasks selected in the MSG process are published by the airframe manufacturer in an FAA approved docums ‘nance program for U.S. certificated operators, It is use ‘establish their own FAA approved maintenance program as identified by their Tn addition to the MRB report, the manufacturer publ ‘own document for maintenance planning. At Boeing, this document planning data (MPD) document. MeDonnell-Doug) maintenance planning (OAMP) document. At Airbus Ind ‘maintenance planning document (MPD), Hereinafter, MPDIOAMP to refer to all such documents, These ‘maintenance task information from the MRB report plus planning any given check activity. Maintenance Intervals Defined Various maintenance checks have been named and defined in the MSG-3 process and areconidered standard Individual ans, however, can identify theirown ‘named intervs heck on the engines must ave been shut down to obtain ‘an accurate reading. This means thet the il level eannot be checked and replen- ished prior tothe first fight of the day. It can only be done soon after landing.‘90 Fundementae of Maintenance hydraulic uid level. Hourly mit checks ‘assigned by the number of hours the 200, 250 hours, ete. This approach is ‘and numerous other aystems that are operating on a continual b flight or on the ground, Operating eycte mit checks ‘Other airplane systems are maintained on a schedule determined by the number of operating cycles they have endured. Items such as ti landing [fear for instance, are used only during takeoffs and li number ‘Of these operations will vary with the Might schedule. tures are Until the development of the Boeing 777, processes for maintenance program development tified in the maintenance program. These checks Ww D checks, The Boeing 777, using # modified Mi ‘the program more a schedule this maintenance in blocks at specific time or cycle intervals. Changing Basle Maintenance Intervals Operational conditions will often require that an operator change the basic iaintenance program to better address the organizational needs and to accom- imodate the fifth objective of a maintenance program (see Chap. 3). As an The ae gta for the Boning 797, new generation (NG) airplanes, and other airplanee esgned afer he 137 NC, the operator must have proof that a change ia war- ‘anted, The ascptod prot fer such maintenance interval changes sin the form ‘of data collected through the operator’ °Aight or on the ground. Operating eyote tit checks Letter enocks, the program more adaptabl ‘Rhode thls maintenance in blocks at epeiitme or ese interval, Changing Basle Maintenance Intervals. Operational conditions will often require that an operator chang sintnance program to eter drow the orgniatonl needs tive of a maintenance program (eee Chap. 2). As a ‘bility progam. Detalson tht willbe covered intern Chap 19 Av aca oot lier, task intervals for certain tems may have tobe shortened while others may be lengthened. Maintenance is a dynamic proceseChapter 3 Definitions, Goals, and Objectives Definitions of important Terms book Through the Looking Glass, a young girl named 1 fame) is having an argument with Humpty Dampty on the “The question i” anid Humpty Dumpty, “which isto be the mastor—thats all” ‘They go on with further discussion about words which we will omit here but this dialogue illustrates an important point, All through the history of science ‘and engineering it has been customary for authors to define, early in their texts, what some word pairs used in aviation that are, in conventional usage, synonymous, buttin the world of science and engineering—and especially aviation—they take ‘on subtle differences. These word pairs will be defined and discussed, also, to ensure that the reader is aware of the precise meaning when the terms are used “Garza Lewis, Through he Looking Glas, in Alsen Wonderland and other Faoritn.Poskat Books, NI 1974" tn thin ent conventional definitions wil be shown in quotes. Deion newt hi txt will eto‘4 Fundamentals of Maintenance hereafter. We will begin with the most important definition: the definition of maintenance. ge in his belo tout contine fo *Mubray, Jo: Rai Centered Maintenance, odo Indu Press Ine, NY, 1887 FAA detintion of maintenance In the Federal Aviation Regulations, FAR part 1, maintenance is defined as inspection, overhaul, repair, preservation, and replacement of parts” Again, this Aescribes what maintenance people do but it isnot a definitive deseription of what maintenance is intended to accomplish, Heseburg's definition of maintenance ‘Jack Hessburg, former chief mechanic for the sign effort, has pro- \der view of the field. ‘Maintenance s the process of ensuring that system continually performs ite intended function at its designed-in level of reliability and safety. "Federal Aviation Regulation part 1 contains dfstons and abbreviations * Hossburg, Jock, MRO Handbook MeCraw-Hil, NY, 2000, 24636 Fundamentals of Maintenance still others may require overhaul, parts replacement, et. to achieve this ulti mate goal ‘We cannot make a system any better than its designed-in capabilities no matter how much maintenance we perform. We ita designed-in level after deterioration has occurred. This more descriptive of the purpose of maintenance and what maintenai posed ‘to accomplish for the operator, Mechanics, Technicians, Maintainers, Engineers ‘The terminology used by the world’s airlines to identify maintenance person- nel varies, The terma mechanic, technician, and maintainer are often used to identify those who perform the schedul of the unit's aireraft. In some orgai called engineers while in others, the sonnel who have college degrees in one of the engin ‘quite different from those ofthe line, hangar, and shop In this book, ¢ of standardization of the discussion, those who work on the scheduled and unscheduled aircraft maintenance tasks (ine, hangar, or shop) 2s mechanics, technicians, or maintainers, while those ‘who work in the technical services organization as specified in Chap. 7 will be called engineers. ‘Word Pairs Used in Aviation ‘There are a number of word pairs that we use in aviation that are assigned very specific meanings, These meanings are more precise than those addressed inthe dictionary. Here are a few of them; there may be more. * Nowinn and Howp 108, Definitions, Goal and Objectives 37 Vertication and validation ‘These words are used in aviation, as well as in the tion to determining the adequacy of maintenance In other words, verification means that the procedure exists and is accept- able base ‘knowledge and under “ace aseor Await of Aerio (ATR Common Support Data Dictionary (DD er‘An objective is the action or activity you employ in order to help you ‘achieve a specific goal. In other words, a goal is where you want to be; an objective is how you plan Detntions, Goals, and Objectives 30 Goals and Objectives of Maintenance goals and objective Goats ofa maintenance program ‘The purpose of any transportation company is to move people and/or goods from ‘goals ofan airline maintenance program can be stated as follows: 1. To deliver airworthy vehicles to the flight department in time to mect the fight schedule 2. "Th deliver these vehicles with all necossary maintenance actions com: pleted or properly deferred ‘The FAA requires maintenance to be done at specified intervals and to accepted standards, The FAA also requires that this work be done ator before the appointed time. If there aze circumstances that prevent work being done lack of parte or qualified maintenance personnel, time constraints, eta) the FAA allows such49 Fundamentals of Maetenonce must be completed within the specified deferral time and this cannot be extended. ‘The ATA document cited above states the following: ‘Toe objectives recognise that maintenance programs, as uch, cannot correct def lence nth inherent safety and reliability levels ofthe equipment. Te maintenance program can only prevent deterioration of such inherent levels If the inherent Tevela are found to be nsatiafactory, design modification is necessary to obtain improvement. * ATA MSG 3—Operatr/ Manufacture Schdaled Maintenance Deelopment, Revision 2001. -Aic Transport Ansoeation of Amero, Inc, Washington, DC 2001 ‘We need to modify that statement to accommodate the third objective above, the one we added, The ‘should always be monitored closely and corrected if found to be lacking. Maintenance Program Content ‘The ATA document cited above discusses what @ maintenance program should tive 4); and an effort to minimize maintenance costs (objective 6). Discussion of the Five Objectives Objective 1. ‘To ensure the realization ofthe inherent eafety and reliability levele juipment. This objective is satisfied by a series of scheduled maintenance "More on the dsssson of causes fr not achieving the inherent eel fealty and rely canbe found is Chap 1‘surer of the equipment, by the maintenat party maintenance company; by sme i ‘the operators got together and develop a maintenance program for ‘led maintenance. The program developed is based on knowledge ofthe equip- ‘ment as well as knowledge and experience with the equipme operational environment. The process used to do this was discussed in Accordingly to achieve the equipment’s inherent level of safety and reliability Detntions, Goals, and Objectives 49 ince A hain the information nest fr design improvement of ‘those items whose inherent reliability proves inadequate. This oj “Residual fulre are those fallre that would oer been the itline deemed tha for ec ‘omic retons, cen tainesanoe tasks were So explyed or erin todfeatons were at InsaledAllnts mus: be considered when taking much Scion the cet ineororatin ea wel ‘the cot of outnued nantenane (ues feulng fom art incrperaingChapter 4 Aviation Industry Certification Requirements ‘Atreratt Certification ‘There are three certificates necessary for full certification of the airplane. These documents—the type certificate, the production certificate, and the airworthi- ness certficate—certfy, respectively, the aircraft design, the manufacturing process, and the aireraft itself. “Type certificate (FAA form 8110.9) ‘Tobegin with, each aircraft designed and built for commercial as well as private ‘operation must have an approved type certificate (TC). Tia certificate is applied for by the designers of the vehicle once the basic design has been determined. ‘The TC defines the vehicle, its engines, and the various instruments, systems,aircraft is actually built, tested safety and airworthiness. AS an Tc rs gammy Tutte conceatelanamrns mes ete att scorn tac ee eect Sects neat hes Tots aman Production cartieate (FAA form 8120-4) ytute ‘Once the type certificate is awarded, the manufacturer must then apply to PAsls Manufacturing Inspection District Office (MIDO) fora production certificate "This certificate is awarded after the FAA is satisfied that the manufacturer ‘necessary manufacturing facilities and has established an effective qual- program to ensure that each unit produced willbe built tothe TO stan- dards Tn other industries, itis possible to build a hand-made prototype of a ‘Alain Industry Certication Requirements «7 oO Type Certificate @ Number. @ Titeniteae imate @ ‘aii that 9p gn fete lowing prt with eerating inten and ‘cnn raf at speed in th Feral Aviation aguas rd th Type (Corie Data Stn, ments awerthnas nqurnentet Part G) ofthe Fara Piatin Ragultion ® ‘This, and ha Typ Crest Data Ste whlch apart art, alt ruminant sured, nape rc ran at ete i ee tr i eh MO ‘designation: ‘Airplane Mod 120° Additonal mala appcbls (ate ef onahal appietons date TEs ee i re Fane ang cep pane oe at i48 Fundamentals of Maetenance parte Ceayrtn Str otis Abas Supplemental Type Certificate Number ice tt fit hang np en re llving prt ftir and is tent aspifedanen tsbaalontnes quinone Pat ath Regulations, Chg Pra Tye Cori Nat wat: Nett: Dasription of Type Design Change: Linton and Candies: “Thisatat andthe appr ea wh the bf prea sal rain In af nt ard, pended retards isctrwieetblied by headin oft Feta Aviation Adnisratin. ate apt: ae rit: ato ane: ate amended: By Dinsanet it Adina © oo “een pau ne toca Eo eg150 Fundamentals of Maintenance ‘Aviation industry Contiteaton Requkements 51 ‘Federal Aviation Administration Production Certificate Duration: This certificate shall continue in effect indefinitely, provided, fate continua complet irement for orga tence of cerca, or unl fe rf coned upended or revoked By dracon oft iis a sd ‘Manager, Manufacturing Inspection Office a ore The United States of America ‘parent of porn Federal Aviation Administration Production Limitation Record (Note: Any numberof collins may be sed provided the material seat and legible. Additonal -PLRs may be wed when necestary. Addon! PLR shall be mumbered "tof "2 of 2,” an appropriate tothe number ef pages involved) pee 43 PAA production ceriate samp) lnmarions (= By Direction of the Administrator Ba ae ah eo i ic ps DOS Fre 44 FAA production limitation rasrd amp).‘Avlations industry Certiention Requirements 52 Commercial carriers will often fly the aireraft “around the flag pole” at the builder's delivery center to perform this check out. Some may take the aircraft ‘ona "shakedown flight” from the delivery center tothe carrier's home base. Once ‘the customer accepts the aircraft from the manufacturer, that customer is fully responsible for maintaining the unt in airworthy condition in accordance with its own maintenance program and regulatory authority rules. DMIR ANM 1234] Operator Certification DESGNATION NUMBER ‘An operator cannot ust buy an aircraft and enter into commercial service simply by getting a license and petitioning the ‘of airline operation, and the Department of Transportation, primarily the PAA, with respect to the technical aspects. In short, the prospective operator must provide the necessary information to ensure that he or she under ‘eral ianaporaten, The seria devrmien hat etpliner 8s Ing an bet peinn he eve ‘hsoperaing crits (0) the ned hy the Fight Standard Dist Ofc (FSBO) tine Fa tothe ane company, Thi ceriextsurbores te John Q, Publican Aviation Act of 1958 as amended, The operating certificate is not transferable UNITED STATES OF AMERICA DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION to another operator. ‘The OC remains in effect indefinitely unles it is surrendered by the operator, ‘superseded by another certificate, or revoked by the FAA. The OC states, in part, that the airline is authorized to operate in accordance with the Federal Aviation Boeing 747-400 FAA REPRESENTATIVE John Q. Public ican Ary teraton, erodicon, or risus li erate maybe parehale By an ot exceeding $1200, x mpronment not “2. MANUFACTURER AND MODEL STANDARD AIRWORTHINESS CERTIFICAT! [rreglatred in he Unted States. 11/29/92 EXEMPTION NO. 1013 FAR 25.471(b): Allows lateral displacement of C.G. from airplane centerline. ‘Seaang 3 yours, or but” THs GERTIFIGATE MUST BE DISPLAYED IN THE AIRCRAFT IN ACCORDANCE WITH APPLICABLE {6 TERMS AND CONDITIONS. N12345, DATE OF ISSUANCE FAA Form 8100-2 gum 4 FAA leworthinescertiate eal) 4. NATIONALITY AND REGISTRATION WAPKS * Kaoo, Robert M. Air Dansportation, 13h 8. Kendal/unt, Dubuque, IA, 000,154 Fundamental of Maintenance ‘Aviation Industry interaction ‘The aviation industry is made up of aircraft manufacturers; manufscturers and vendors of parta, aystems, and accessories for the aircraft; airline operators; Federal vation Regulation 119.66 (a 1 Pera Aviaton Regulation 13865 0. + pederal dviaton Regulation 12866 " Pedera viaton Regulation 68.71.58 Fundamenals of Maintenance Manufacturer's Documentation oi the documentation provid oan operator “Tes fr the maintenance of en aia The form [Airplane maintenance manual (AMM) ‘The AMM cotsne al hb nformatinn he operation ay ste ‘teste performed on the systems and Faee ee saeent atonal tat, ajustnents he replenishing of arious ? z i i Documentation for Mntenance 50 ‘ids, and other servicing tasks. Details of these components of the AMM are discussed later in the section ATA document standards, the same type of information on these components that the AMM provides for the aircraft and ita systems, Fault Isolation manual (Fit) ‘The FIM contains a set of fault isolation tres for the purpose of pinpointing and fixing numerous problems related tothe various systems and components on the aircraft. These flow diagrams are designed to locate many of the problems within the various systems but may not be inclusive. The FIM is sometimes used {in conjunetion with the fault reporting manual (FRM) discussed below. Fault reporting manual (FRM) ‘an either be a “quick fx’ listed in the FRM cross-reference list or it can direct them to a specific fault tree in the FIM for ‘more detailed troubleshooting. ‘Mustrated parts catalog (PC) Incorporation60 Fundamenal of Walntonance ‘Storage and recovery document (SRD) plicable AMM (ATA, Chapter 10). ‘Structural repte manual (SRM) ‘The SRM is a manual that provides the operator with information needed to cffect cortain repairs ofthe aircraft structure, These repairs are simple and are "approved by the FAA for operator completion. Other structural repairs must be ‘done by the airframe manufacturer or some other FAA designated repair facility. ‘wiring harnesses, connectors, and interfacing equipment, Wiring dlagram manuet (WDM) ‘The wiring diagram manual provides information on the wiring runs forall ys- tems and componenta having such elements. The wiring diagram shows the com plete run of wiring, including cable bundle numbers and routing, plug and connector numbers and locations, bulldweads, and other structural elements ‘through which the wiring ia routed. Documentation fr Maintenance 61 Master minimum equpmant st (HMEL) rframe manufacturer and approved by the FAA Dispatch deviation gulde (006) ‘Some of the MMEL items that are inoperative or degraded at dispatch require ‘maintenance action prior to the deferral and dispatch, This may be the need to pull and placard certain: ‘Task cards (TC) Service bulletins, service eter, and maintenance tips Whenever the airframe manufacturer or the engine manufacturer have modif-(62 Fundamentals of Maintenance certain cases involving an FAA airworthiness directive (AD) discussed below in Regulatory Documentation. A service letter (SL) usually provides information to aaa resanoesctone without equpment medication. Te maintenance {ip isn suggestion for maintenance personnel to assist in their work oF improve conditions. Regulatory Documentation ‘The FAA issues numerous documents related to maintenance of aircraft and ‘heir systems. Table 5-2 lists the more significant of these documents, {in the United States, Federal laws are collected into a document known. codect eral regulations or CFR, Tow ews eigenen aviation aeronautics and space, parte 1 through 200, The ‘Rherais athe conurol reining of pote, controllers, mechanice, related activities. Advisory crue (A) ‘Airworthiness directives (ADs) ‘The ieworthines drive re abana rosltons a ssued by the FAA to correct an unsafe condition that existe in a product (aircraft, aircraft engine, istration en Oi information on alternative methods of compliance if applicable. mand Notice of proposed rulemaking (NPRM) ‘Whenever the FAA intends to change or amend any FAR, it will jssue an NPRM ‘must be addressed by airline documentation, "Poder Aviation Regulations 99.3 and 96 "Federal viton Regulation 91.408Documentation forMaintonance 65 conducted on the M&E units, suppliers, and outside contractors. Forms used and reports are also covered along with the procedures for follow-up and enforcement of QA write-ups. Reltbity program manual ‘An airline’ reli ‘latory authori ‘ument defines the reliability program in detail (see Chap. 19) so that the FAA : ‘can evaluate and approve all its elements at one time. ; Mipimum equipment ist (MEL) the TPPM, especially those to that the operation will go smoothly, Details of the TPPM contents are dis- ‘cussed later in this chapter. ‘minimum equipment list or MEL. The operator must carry copies of this MEL, i crew reference. The applicable items in the DDG and the CDL should also be included with the MEL. occa pam ml rf ng he phn nace ts detonate wpe mans pean dea eee erapee engin t ig of cards with special instructions for work- ing the group of cards. Whichever approach is used, the engineering section is responsible for creating these cards to ensure technical accuracy. “Tim TPP nwmetines cad the pbs nd procedures manual (PPM eral maintain mana (ate balsanans pean exponen OE) "eres is and ther daunted below are tn part fo the TPM io bat cunpncrn tne oben ncoany wining ncange forthe oneve TPP nthe can ‘ROBB eden the fetal Snunent ss tree, nn making th TPPaconpe Engineering orders (EO) ‘Any maintenance work not covered in the standanl maintenance plan developed by engineering from the MRB report or Ops Specs data must be made officalompetile. Each ayetem or system type 8 rc ‘example, hydraulic systems are in ATA Che fr all manufacturers. Radio‘01-099 Desption and operation Merion the various operational meds ofthe ytetnd erro bom the system adie ‘tential components work 101-190 Fault ination aul tree une opto fst statin for 201-209 Maintenance praticen An RU procedure flowed bya BITE tnt 201-999 Servicing [Alservcing taka: chosk, fll and replacment of tan appendix on troubleshooting technique ‘at byw ld wate, fol ete Maintenance practices (pages 201-296) 01-800 Approved epics Repair tosractre and arr kin approved by AA or autne maintenance organization Ineerportin Description and operation (pages 001-088) ‘The description and operation (D&O) page block tells what the system does, identifies the various operational modes, and describes in detail how the system tify edange ‘maintenance in solving the more difficult problems. Fault lnolation (pages 101-190) ‘This page block includes fault trees used to perform fault isolation for vari- cous problems occurring in a system. Contrary to popular belief, these fault trees will nt find all the problems which might develop within a given system ‘Adjustmenttest (pages 601-599) ‘The 600 page back contains procedure for making adjustments othe systems whenever a component or aster has ut Been replaced (oy an fringdetailed system checkout, These tests usually require additional test equip. ‘ment andlor tools and may involve the measurement of certain parameters of the system. Inapection/check (pages 601-699) ‘The 600 page block covers the zonal inspection activities. Each identified zone of the aircraft is inspected for various discrepancies. Cleaningypelnting (pages 701-729) "The 700 pege block containa procedures for washing, cleaning, and painting the aireraf, It includes specifications for materials to be used. ‘Approved repairs (pages 801-898) ‘The 800 page block identifies repairs to structure and aircraft skin that have ‘been approved by the PAA for operator accomplishment. ‘A.Closer Look at the TPPM Documentation for sintenance 74Documentation for Maintenance 73 . | ‘rusanion Greanacon Sprroed maintenance arangenante Re ‘ebncual erent or maiteance Estey pceduree Somer er esas reporting | ‘worthiness Mairenanes forme ‘routine mantener ater Mii DbG, sad CDE Remensiey a Propationand datrbutinnetrutane ud maintenance tpl ad wee nnn ‘hvteraetane = ‘ea iano Orin wl epee mechanic! crepancy eee ‘ede cp en ea ‘Paha eit ith pron ‘Manono! eon cantar Ct Secs ee oun ot Standard minenace precios ar ae Rarer ened Shop replr and ove reuse Mntecane ewe the document should al Sustnance sument should also be included. The manual must make provisions for ‘Seaport repanverbl cota foe distribution o maintenance and ground personnel. Ifthe manual isin more than = should be listed in each volum ‘onlay eguipmea and tee ‘information contained in the FAA an th defines the minimum contents of Pont more nd banding . however, to inclus i ring personnel on the performance of t vty weet vernal wnat mceitggee mene |Chapter 6 Requirements for a Maintenance Program Objectives of a Maintenance Program {in Chap. 3 we talked about the five objectives ofa maintenance program. In this ‘Chapter, we will begin to outline a maintenance program that will address these five objectives. There are certain regulatory requirements that each airline ‘vil follow. These wil then be combined, in Chap. 7, into a workable maintenance land engineering organizational chart. ‘Aviation Maintenance Program Outlined (AC 120-16D) “The Federal Aviation Administration (PAA) requires each commercial airline to have an operations specifications (Ops Specs) to identify how they wil operate 4. Airworthiness responsibility 2, Maintenance manual 8, Maintenance organization 4, Maintenance schedule 5, Maintenance record keeping system76 Fundamentals of Maintenance 6, Accomplishment and approval of maintenance and alterations Maintenance manual somoatyaus used ‘The airframe manufacturers and the vendors of various equipments ins ‘on the aireraft, or used in maintenance efforts, provide maintenance manuals Second and how the program wile mesarel ona ee ae cussed manuals in Chap. 5. The TPPM (GMM or MOE) written by the airline should meet this requirement, 7. Competent personnel and adequate facilities available for the maintenance tobe performed 8, Procedures to ensure that each aircraft released for service after mainte ‘nance is airworthy and properly maintained 8. Efforts to ensure that the maintenance program remains effective as con- ditions change 10, Management personnel who are qualified and have sufficient experience and expertise to effectively organize, manage, and control the maintenance pro- ram "AC 120-60, paragraph 00, page 7. "Thee required inspection tems are dined later ection of the chapter “Accomplish and Approval ef Maintenanen and Alterations”‘po Fendemenals of antenance ‘nd alterations | ta and systems on the aircraft must be desig- which could result erformed will vary from airline lity to adjust the initial MRB needs, These work packages and their rogular ba the aircraft is at some base where the airline has no maintenance activities of its own and has no permanent contractor. In these cases, the airline will enter “ Ce sev rca ‘are delivered to the operator with a U.S. st ‘a temporary contract agreement with a repair organization for this one-time Comair tatiana othe pe cron the airline would perform an audit of the prospective organization. On short- ‘potie actions this verification of eapability may be more difficult to achieve but it must be accomplished. Continuing analysie and surveliance system In Federal Aviation Regulation 121.875, Continuing Anslysis and Surveillance, } the FAA indicates the need for monitoring the airline activities to ensure that the "oder Aviston Regulation 12157.20 Fundamenals of Maintenance maintenance and inspection programs outlined in the Ops Specs are effective ‘Many operators interpreted this to mean the establishment of a quality assurance ‘and a reliability program. The FAA has recently produced Advisory ‘address the subject I is summarized in AC 120-16D as part ntenance program. rogram to detect and correct deficiencies in'mainte- 1g requirements for aviation airlines should "bave a {6D provides more ight on the for Aviation firline training requirement aleo imple \ddressed by the airline training organization ‘date in all aapects of the job. Hazardous materials and dangerous goods ‘Some aircraft components and some ofthe consumable goods used on aircraft are ‘considered hazardous or dangerous to humans, to the environment, orto sirraft ‘components, This includes caustic rubstances dangerous to eyes, skin, and lungs fas well a to metal, fabric, and other materials. Radioactive substances, flamma- ble materials, even light and sound can have adverse effects on people and things. Safety issues including heavy and unstable loads, set up and se of scaffolding and stands, working in high places, even fatigue and other human conditions fll into {his area ofcontern, The airline is required to identify these and similar items and "Federal Aviation Regulation 121.876, Fequrments fora tantnance Program 81 conditions and to provide asin employee with the necessary wi ent and training on protection, storage, handling, eof thee situations The regulations which over these hazardous and dangerous items are thoes of the Department of Tabor’ (DOL) Occupational Safety and Health Adminstration (OSHA) ‘Summary of FAA Requirements ‘The bjstives co an arine maintenance program were stated Chap. 988 8, Tbobtain the information for adjustment and optimiza Toobin he necessary for adjustment and optimization of the equipment in top operating condition. Through the collection and analysisprocesses. {afies objective 6 but also allows the operator to meet abje ‘Additional Maintenance Program Requirements Engineering Tn addition tothe maintenance program elements described tions, there are a number of other activities needed toc ‘maintenance and engineering program. The discussed here may not be adequate for all maintenance organizations. Some organizations may need to expand or combine activities, out of necessity, as dic- tated by the size ofthe specific operation. The important thing to remember is ‘hat, regardless of the organizational arrangement, these functions are neces tary to carry out an effective and efficient maintenance and engineering program. ‘ctivities and their implementing organizations are generally called er ‘materiel, planning, maintenance control, training rs {ng and publications. We will discuss each ofthese in subsequent ‘engineering section of the maintenance orgeniza~ il maintenance program from the manufacturer's tion isto establish the the company oF its hired consultants nance facilities (Le, hangars, shop, ramps, etc). "The funetion of the materiel section is to provide the maintenance organization ‘necessary to carry out the maintenance activities. This ‘te needed; handling of warranty claims on parts, equipment and tools; and ‘assidg repairable components tothe appropriate workshop or vendor for repair. ‘The planning section is responsible for planning allof the scheduled maintenance | activities including the manpower, facilities, and supplies needed for these activ. ities. Planning also collects data on the time, manpower and facilities actually Requirements fora Malnenance Program 83 ‘sad inthe performance fhe maintenance to accurately readjust thete equ ‘ments for use with subsequent maintenance planning activities. ms Maintenance control center ‘Te maintenance conta center (MCC), sometimes called the maintenance oper fand even the contracting of tempt ‘through the MCC at the home base. ‘Training Maintenance training is an ongoing process. Although maintenance mechanics required to keep them current, to refresh their skills to develop new skills and learn new processes and proce-"The publication section (or technical li ing organization is responsible fr ‘This section hes discussed, in general terms, the kinds of activites and organ- izations needed to support the maintenan« ‘Maintenance and Engineering Organization. inction. A suggested M&E orga- ‘in detail in the next chapter, “The Chapter 7 The Maintenance and Engineering Organization ‘Organization of Maintenance and Engineering Organizational Structure "The basic organizational structure for our mid-sized airline is shown in Fig. 7-1. ‘There are three basic concepts underlying the structure we have defined. Two of these come from traditional management thinking. These are the concepts of span of control and the grouping of similar functions. The third concept is some- what unique to aviation: the separation of production activities (maintenance ‘and engineering) from the oversight functions of inspection, control, and moni- toring (quality assurance, quality control, reliability and safety). ‘Span of control ‘Tho span of control concept may be considered passé to some, but it is still a ‘useful concept. This concept states that a supervisor or manager can effectively8 Fundamentals of Malntenance quite their activities; without light operat Have much purpose in maintaining the equipment. They need each other and the {you can see, there is more here discuss each ofthese in more detail later. Managers and supervisors ‘Within each directorate, there are several managers. Bach ofthese managers has specialized area of responsibility within the overall scope ofthe diretorats’sfunc- tion, Spociicectivities within each manager's area of responsibility require staffs ff apecialsta with supervision by knowledgeable people. In some large organiza- tions, the supervisor may need additional separation of activities or duties and ‘appoint “leads” or “straw bosses” to deerease his span of entrol toa workable sie. ‘However, for most operators, the span of control can be much wider at this level. Manager Level Funetions—Technical Services Dit ‘The technical services directorate contains numerous activities and services that support the maintenance and inspection functions. Inthe typical setup of Fig. 7-1 we have identified various activities for each directorate. Each activ- ity is under the direction of a manager. There may be further echelons of man- ‘agement such ns supervisors and leads as necessary. Engineering ‘within the aireraft's technical realm: ‘These course requirements are often the result of problem investigation by90 Fundamentals o sintenance reliability, incorporation of new equipment or modifications, or the addition of ‘ireraft types tothe Meet. ‘Technical publications ‘The manager of technical responsible fr all technical publica- tions used by the M&E sions (or Tech Pubs) keeps a: facturers and vendors ‘as well as those produced of copies, in pa center {ng that appropriate documents and: work rent, ‘one. Tech Pubs is elso responsible for maintaining the main technical ibrary {ee any satellite ibraries within the airline's system, including those at out- stations. Computing services "The manager of computing services is responsible forthe definition ofthe M&E ‘rounization's computing requirements: (a selection of sofware and hardware to derived, with sage information and requirements inputs from the individual units; inspection, ‘Computer usage; and (c) provide continuing support to the using organizations, Manager Level Functions—Alrcraft Maintenance Directorate ‘The aircraft maintenance directorate has responsibility for the major aircraft “The Maintenance and Engineering Organization 81 Maintenance control ‘The function known aa the maintenance control center (MCC) keeps track of all ‘and at outstations. All maintenance needs vehicles are F with a supervis ‘would generally come under tecrial and electronics (avionics) shops ‘The manager of electrical/electronics shops is responsible for all off-xireraft maintenance of electrical and electronics components and systems. There are ‘variety of components and systems in this field with wide variations in the ‘equipment and in the skills needed to address them, There may be several shops (radio, navigation, communications, computers, electric motor-driven, Components, ete) with separate supervisors. Shops are combined at times,———— 22 Fundamentals of Maintenance however, to optimize manpower and space and to reduce test equipment inven- tories. Mechanical component shops ‘The manager of mechanical component shops has responsibilities similar to those of the manager of avionics shops. The only difference, of course is that these shops would address mechanical components: actuators, hydraulic systems land components, aireraft aurfaces (laps, sats, spoilers), fuel systems, oxygen, pneumatics, ete. ‘The structures shop is responsible for maintenance and repair ofall aireraft qeectural components, This includes composite material as well as sheet metal fand other atructural elements, in the maintenai plies used for the administration and management uniforms, ete). Purchasing ‘The manager of purchasing is responsible for buying parts and supplies and tracking these orders through the system. This begins with the initial issue of parts when a new aircraft is added to the fleet and a continual replenishment Br those parts based on usage. The purchasing unit is also responsible for han- dling warranty claims and contract repairs. Stores, ‘The manager of stores takes responsibilty forthe storage, handling, and dis- tribution af parts end supplies used by the maintenance personnel in line, angels and shop maintenance activities, Stores areas, or parts issue points, are ‘placed near the various work centers to allow mechanics quick access to parts land supplies and minimize time spent in obtaining those parts and supplies, Inventory control "The manager of inventory contro is responsible for ensuring thatthe parts and supplies on band ere sufficient for the normal, expected usage rate without “The Malntonance ang Enghnering Orgenization 99, tying up excessive funds in nonmoving items and without running out of stock 00 s00n or to often for commonly used items. Shipping and recelving “Manager of shipping and receiving is responsible for packing, waybill prepara- tion, insurance, customs, ee. for outgoing materials as well as customs clear- ance, unpacking, receiving inspection, tagging ete. for incoming materials. This includes all parta being shipped into and out of the airline. Manager Level Functions—Maintenance Program Evaluation Directorate ‘The manager of quality assurance is responsible for assuring that all units of ‘MAE adhere to the company policies and procedures as well as FAA require- ments. The manager of QA sets the standards for the M&E operation and the QA auditors ensure compliance to those standards through yearly audits. Quality assurance is also responsible for auditing outside suppliers and con- for compliance with the company’s, as well as the regulatory author ity, rules and regulations. Qualty control personnel authorized to inspect and accept the work. The QC organization i also ‘responsible forthe calibration of maintenance tools and test equipment and per- forms or oversees the nondestructive esting and inspection (NDT/NDI) proce- dures. sible problem areas (which are then addressed in detail by engineering), and ‘publication ofthe monthly reliability report.‘The Matntonance and Englnering Organization 95 ete In oar’ mem erate pot ha the benefit of various com- {hg thas ouide of MAE through a pethor of eting, memos, bull sessions, and chance meetings in the hallway. (Organizational Structure and the TPPM The maintenance management renin dae era baad on theo fentional approach where we group similar activities and provide a structure I doesn, however, ubseribe to the hn fom those elements, management can then “sit back and manage the operation.” Variations trom se ie raatnon tosit upright. For many years the pilot flew the ‘was an extension ofthe pilt; the pilot and his or her aircraft were one unit; they tenance Theve QU Inpesar, however, Would be eupervoed bythe quayTechnical Services Large aitines For the larger airlines, especially those with more than one maintenance base, ‘an organizational structure different from Fig. 7-1 will be necessary. There will bea need for a hangar maintenance organization at each base where that type ctwork i done. For instance, MNO airlines may do hangar maintenance on their ‘751s at Denver and on their AS10s at Kansas City. One hangar maintenance ‘The technical services directorate is responsible for providing technical tunite as well as separate manage Guction planning and control and certain support shops for this arrangement. ‘Agsin, it should be emphasized that i is important to have the functions listed {hour typical structure addressed no matter how the airline is actually organized. Full versus Partial organizational structure ‘maintenance. This unit is responsible for planning and sched The chart of the technical services units.Chapter 8 Engineering i disusion in the aviation industry about hater or not an sine ‘sone who applies mathematies and scientific principles to the effort of resolv- ing practical problems. Engineers are usually identified by some specialty: civil, mechanical, electrical, ‘seronautica, transportation, nuclesr, to name a few. None of these specialties100 Technleal Services Engineering 101 the engineering department. There would be engineering staff for each type of airline, the larger and more diverse the engineering department will be. ‘Mechanics and Engineers Some airlines have engineering departments made up entirely of mechanics, opera wis other bare optic tntepetly oped enioer Near plant develop maintenance programs from the Mi produce the various maintenance documents (Ch Yenance engineers are responsible for app! ‘and adjusting it, when necessary to the real “iniversities, however, donot have courses in maintenance engine ‘who pursue this profession are very often experienced mechanics ‘et in the engineering area or they are engineers with an interest in the avi ation maintenance field “departmentof an airline can vary widely; they perform many ‘maintenance org ‘hangar, and shop maintenance personnel on difficult problems. Makeup of Engineering ‘The airline engineering department is made up of the more experienced people of the maintenance organization, They must be knowledgeable of the total main- tenance operation as well as the airline and regulatory requirements. Ideally, tan airline would have both degreed engineers and senior licensed mechanics inEngineering Department Functions Development ofthe maintenance program checks for individual aircraft i a function of the production planning and con- trol department (see Chap. 8).104 Technica Services ‘The tasks performed by maintenance st any of these checks can be quite detailed T enna that they re erred out correc task card are issued that they are current and effect Develop technical policies and procedures. ‘manual for MAE This document contin all the necesary information to deeribe the MAE ffom the other MEE unite. "The FAA defines the minimum requirements for the manual in FAR 121.869 (Chapter 6 ives an outline ofa typical TPPM. ‘Evaluate changes Inthe maintenance program ‘From time to time there wil be problems with the effectiveness of the mainte- ‘nance program. Individual tasks may be ineffective or less than adequate. Some rogram may, in retrospect, need to be Tap to cusp out ie nein, Evaluate changes In alrcraft or system configuration ‘From time to time, the airplane, engine, and component manufacturers develop ‘modifications and improvements for their respective systems, which are intended to improve operations, reliability, and/or maintenance processes. These ‘worthiness issue is involved, the modification may be issued by the FAA as an airworthiness directive (AD). Since service bulletins and service letters are not FAA requirements, the air- tine has the option to incorporate or ignore the modifaton, Many arine wll ‘number of questions to be answered in regard to maintenance, 2. What engines ar avaiable fr these models? Are they the same or sniar ‘out additional training? Or with minimal upgrade training?EE — OO 105 Technical Services ‘8, What new technology isi hese new model? Are the skills of the , plane was returned at the end ofthe lease, the airline discovered that they were oaaaeene ent knowledge of emi Sor these two air responsible for returning the airplane to ETOPS configuration at their own te " ‘exponse. 3 scheduled checks be compatible with eurent sched "The condition of the aircraft at termination of the lease and return to the lessor should be clearly stated and understood atthe signing of said lease. What condition (sate of ADs, SB, configuration) as well as who is responsible for Imaking the required adjustments—lessor or lessee—must be clearly stated at the outset. 6, Wil the existing hangars be euitable for these airplanes? Will they need to Te imenifed or willa new hangar be required? This may require interface with ‘outside builders or contractors. Evaluation of new ground support equipment '&, What is the industry experience on these two models relative to mainte, winne support Ge, parts availability, parts delivery, failure rates, removal rates, amount of maintenance required)? ‘ations that will oceupy it. Therefore, the engineering department will act a8 liaison between the users and the designers and builders to ensure that the fin- ished product is acceptable. teovence of engineering orders ‘Any work performed by maintenance in the form of standard checks—daily, 48-hour, transit, “A” check, "C" check—is done on “standing orders” from the VP ‘of maintenance and engineering as identified in the maintenance section of the STOPS (extended range operations with wong srpane) a dncmsed in Appendix E,‘campaigns” are also controlled by BOs. These EOs cannot the entire fleet has been worked, The preparation of an HO is discussed at the Provide assletance in troubleshooting afcut problems ‘The day-to-day problems that mechanics run intoon the Hine, in the hangar, and ibility of engineering and should be used only in difficult circumstances. Engineering is not a substitute or replacement for maintenance. ‘other engineering functions Engineering can also provide expertise to training, materiel, the technical library, or any other M&E organization needing technical help. They are con- sidergd the technical experts ofthe organization and are available to lend tech ‘nical assistance to anyone in the airline needing such assistance. Engineering Order Preparation “Engineering initiates an engineering order for any work not included in the stan- dan! maintenance program plans as established by the Ops Specs. However, the heed for an EO ean be generated from various sourees. Its implementation can Engineering 108 also take various paths depending on the type and complexity of the work ‘QC, maintenance manager, or palgn. termine scope and needs; analyze 5. work required: manpower (maintenance, engineering, contract, ete); facilities (hangar space, GSE, etc); time requirements for work to be done. 6, Call a coordinating meeting to finalize EO (if necessary): all organizations ‘in the work; coordinate and resolve difficulties. 17. Issue engineering order: PP&C will plan work and monitor execution; or EO ‘may go directly to materiel, training, ete. as necessary. 8, Engineering closes EO when all work is completed: notification comes from cach work canter involved inthe particular EO; for leet eampaigns, ADs tc. involving entire fleets, HO remains open, PP&C schedules exch aircraft for ‘incorporation; engineering closes EO when fleot is complete.Chapter 9 Production Planning and Control112 Technical Services Production Planing and Conta! 313 the MPD document for the airplane from the shelf to fas required for the “C" check. They discovered that, without inning, they were ible to complete the check in 5 days. Inst‘ 4 weeks to per- form the check, They learned a valuable lesson thet your work and then work your pl ‘The goals of PP&C are (a) to maximize the M&E contribution tothe airline; (@) to plan and organize work prior to execution; and (@) to adjust plans and schedules to meet changing requirements, We wil discuss forecasting, planning, and control in turn, Then we will consider the advantages and disadvantages ofthe various organizational schemes for P&C. su on be Pmine oh fire 91. Te iporane of amin (Spurr: Frm a inl drain in bn Revere: Th Seige ef Aer Msnentnn, Sed Argh Managemen Sere na, IN Reprinted Mahrminton) ‘The production control aspect of P&C “works the plan.” The control phase fore the check was due, the management took following manner. One week before the check was due, 0 Production Planning ‘While forecasting is long range and genera, planning dels with the day-today "7 na . ef ir activities of M&E. The goal of MEE is to deliver sirworthy vehicles tothe fight Maton, ec Reg angen Sen, Bee WA 18 “ Aepartment in time to meet the fight schedule, with all maintenance activities414 Technlcal Serdces completed or propery deferred. In business terms thie is what “produce’— comple ordiles with all maintenance properly adaressed. Thus, the oct a te and shop maintenance constitute the production Asse is of in, banety Sng, tbes, i the planing ofthat work with the sated goals in mind. ait scoring has developed the maintenance plan from the MBB Tamed, scheduled, and coordinated by PP&C ocheek. These activities are more involved “ABLES Alrraft Maintenance Check Schedule Types AL Example) ‘Brey 1800 FE 8 onthe Nene 7a ere ‘cach Hop whenever eral nin anal ‘afore Bt Might or whenever ier ron ground more than 4 hours 700 ‘very 600 FH Daly eback oy eek SC eb donot have speci ks by any bee or eter kn osennty exo ‘Ging crery 1000 By willbe doe ot 000 Fiend Boa ne ech bp Monat uy he manure coke Aine beverly owe ey coe, rae sore was aon om an ineroatina site with Dat of 3-40 AC Tha bees epi hat each prs deo 2000 FH interna sedi sei went ‘hn and ean nese 00 The par"NGope hed ype Restos ‘Varela —_Nonouine Tal (eck 300 eo _w00 125015001800 2100 _b100 2700 Go0D 00 rae * 10 1 uu [x[x[x[x]x x 4 @ = ae ns x[x x[x[x é i m0 amo Samo x x x X z panm som 2090 soon ono a x x x ruse A ‘Mo 10 0 oo a x x pesese A a0 300 sorts 5A ¥ x ¢ 1280 aia am ce x sv 00 SA = 0 a . ss 0 ss ae ERIE -As0on4 c 11600 1,120, 2176 4.896 pane 0 * a 2 wea 4 2 3 et smanyowe ee. This just ne mre of PP&C' reponse: to ensure tat a 3 as ris aah parts and supplies, manpower, facilities and time are available for this variance Dov) 2ue 1.000 288 S088 at < shows a typical pattern for multiple “A” checks. eet ony lig, Tn cae Sia cnn oto i penn we ce eyles are carr ‘wal tothe ovne oe tu chs Ara ray be ty new td oD ot HAI cere a ue Fe ied wil vary hc cc opendng oe may ft coed he et required by the table mained il wary tom ce to be combined, For cxgsiatin or tna asoplishent These asks on be held a pe The maintenance monet round tines tie aris plete ; Phased checks, Phased checks are diffrent from multiple checks and therefore havea differ- ent (but not to different) numbering scheme. An “AT check planning “AT checks are usually routine, The tasks required are defined by engineering [Eemed, depending on where the srr iin the mantenance cele wil ave ‘using the MRB or Ops Specs document. The time, manpower, and parts and different set of tasks to perform and thus wil require different amounts oftime, ‘supplies needed are generally fixed (sce Chap. 2 for discussion of adjustmentilar to “A” checks but involve :ween consecutive “A checks. as for “A” checks. oP or arth chose GC, 9 oF : aan a eC vary rom chek to check. This chedling ad va Stout cme rgurement are PPACs emer. To are tore tasks wich vary fom one check eather caer et anther Toes ark nce incorporation of service Sao ne onthe tetves towel abet campaign Keb doer len enane check an any lhe on tine mannan stone ae aeclr creat The in required to acoompiah then a ra recs toma ar ima fh oun ase for ANS purposes. Production Planlng and Control 118 4, Incorporation of airline mods and fleet campaigns (variable routine) 5. Cleaning, painting of aircraft (variable routine) 6. Work generated by inspections and routine items (nonroutine). 1. Locate and secure hangar space for the duration of the check. 2. Obtain a release of the airplane from operations for maintenance purposes (this may be accomplished by MCC) 48, Arrange for and schedule the washing ofthe aircraft 4. Secure tow vehicles and manpower needed to move the airplane tothe wash rack and then into the hangar 5, Bneure all parts and supplies needed to earry out the check will be on hand ‘Table 9-4 shows our typical airline's estimate for the man-hours planned for aC" check on the Airbus AS00B4. ‘As with the “A” check, the °C” check package must be developed and distrib uted to the applicable work conters prior to the start of the activity. The package ‘would be sent out 1 to 2 weeks before the scheduled date ofthe check. A meeting ofall involved unite will then be held to discuss and finalize this into a workablesae Hl | ee hte! pes Mise ey i storm wie ueotiarsndgcnameartcre ace ; eh Pete oe ey grr ced sane ora f serie at ne ame | Sie i penta tthe bas ss wos eae ; ET i *lEl a] [el | | USleiS| ||] ili i 2] [sl |= glals| |elala : i E a =\3|8 3}°) Cal-| Si | : ii gle . els] L188 4 ae : W PLaeLErE TPAC i 5] o| [a] [el-|a : Water PERRET i ala| |e ale FEL [Tbs P| PeeCeCeC ey asa le yale ii i i A)! | Fatal fa) AT by lta a} fala). | Heal ay au i Yslslal Sale|) 0\3fef3l8))a)3\2/404122 Tectia! Soren owever, nt resolved wl must be included in check plan ‘efforts. Parts robbing is discussed further in Chap, 14. panning ing work can be done by a centralized or decentralized P&C group. lized group, all functions—forecasting, planning, and controlare these things into account. ‘What the planners need to know to adjust future plans are the following: 1, The amount of time required to perform each task 4. The additional time required for nonroutine findings 65, The variation in manpower availability 6. Lost time due to parts robbing from other jobs (or from the sireraft in check) for the next check, this may also have an effect on the accomplishment of the ‘work and should be included in the plan.10 Technical Publications In Chap. 5, we discussed the numerous documents needed to address the main- ly [yenuurance Lvgr inns may req an crpnied yionsoneeit aay ‘ease, the functions and requirements discussed in this chapter will apply to all, airlines no matter how they are organized. Functions of Technical Publications Teese pblaon rancaton een ha thw nto) ‘Outside sources of documents would include airframe and engine manufac- turers, vendors and manufacturers of equipment installed on the airera®, and ‘manufacturers of special tools and test equipment used in the maintenance efor. Tse dcarent oay consi ofa ive of maintenance manuals and other such documents as well as any periodic or occasional revisions to those ‘manuals. This would also include service letters (SLe), service bulletins (SBs), ‘or maintenance tips issued by these manufacturers or vendors, Federal Aviation,Technical Publications 127, Controt of Publications ane 6t ina nnn tg sstee coon nem Sere gine SS ea aaa ey Mein ndarineenraents Sutra Seencaea oes Sake tote See AA Tene “ese pee =e, caiseeeis128 Technical Services Chapter | Document Distribution | ‘Tochnical publication wil package documents and revisions and send them to | dhe using organizations by the most appropriate means eg. hand carried, eent hipped on company ieplane by commercial er or other form ‘being sent by document dent tow Technical Training Introduction the technical publications staff, quality control inspector, ‘management. It will most certainly be an item of concern on the quality assur- n 3€ proper training ofall ts personnel. This includes tance oF regulatory authority audits. rs cabin jund handling crews, maintenance mechanics and‘or at special schools that are approved by the regulatory Tine employees while they study. farrange for that training as neceasary. This training ean be done by airline per- sonnel Gf qualified) working in M&E, by the airline training organization (fone exists), or by any appropriate outside source.22 Teemntel Services Quatty traning (Quality assurance auditors require taining in auditing procedures and techniques tc well as refresher training on regulations and airline policies; quality control {nepectors need to be trained on inspection techniques and on too and equipment calibration. Mechanics authorized to perform required inspection items (RIIs) ‘ust reaeive special training from the airline or an outside organization in inspec: ‘on techniques and other detail of the units for which they will be responsible. ‘On-the-job traning (O5T) On-the,job training involves special procedures that cannot be covered com: 1d those that can only be accom- nated with the training section that ‘Upgrade traning ‘This kindof training is required when new equipment is incorporated inthe unit's ‘vehicles or fleet or when new procedures are implemented in the maintenance ‘This training is required whenever itis noted that a mechanie or technician is “rusty” and needs to review or reverfy certain skills. This may occur because shad extended periods of time where he or she was not exposed Maintenance Resources Management interest has developed in rocent years in the subject of human fac (HME), Appendix B of this book discusses human factors. abasic |-29) provides guidelines for developing such be ured, with some modification, to develop 20s atthe airline can get training on either or both tecteary. ‘On many ecasions manufacturers wil offer pei] courses on specif equi inant a Hr Bast ora the aiings locaton Engle sndiog mentoring line need this training, there is usually no on-site inspectors, or instructors from several airlines ‘at the engine manufacturer's facility or some the training recorda of those in attendance. Other Airline Training Courses Other courses presented by the training organization are often “one-time” courses implemented to adress some detected deficiency within the M&E oper- ation. The QA auditors or QC inspectors may determine that some proceduresonnel are perfect. The airline management mus {ng needs and must ensure that qualified personnel are employed in performing ‘and certifying all maintenance work that is accomplished, inating with other qualified training units, Tt should be noted here that any requirement for training of M&E personnel, whether it can be done by the airline staff or not, is the primary responsibility of the training coordinator, the M&E training organization, or the eirlin train- {ing school whichever is extant atthe airline in question. The important thing to remember is that the M&E organization must maintain some sense of con- trol over the training of ite own personnel regardless of the airline's organiza- tional atru ‘management philosophy and must keep adequate records of ‘such training that affects the certification and capabilites of the mechanics and the aitline, Chapter 12 Computer Support Are preceee by computer ven your grades for collge eats are ‘computer. ‘In our humble profession of aviation maintenance, the computer is used for numerous day-to-day activities such as communications (letters, memos, mes- sages, e-mails); ling (fight, maintenance, and materiel data); and a myriad of report writing activities. But generally, poople have data will be processed the same way according tothe computer instructions writ- ton into the software and, except in certain cases where steps are written to Aetect some (but not all) errors inthe input data, the computer cannot determine the validity of the input or the results.196 Tochnleal Serco Computer Support 137 ‘Two things, then, are very important: (a) the computer u stand ‘select tasks from the computer identified as 1A and 3A to create the check pack- ‘what this tools tobe used for and must use it within those age ‘The PP&C organization needs the capability of extracting these data from the ‘design phase of any complex ‘one place where this concept is of great importance. ‘No matter how brilliant the designers of the hardware and software are, their ers, can use them to do our job, and designer or programmer's job skills the system that we can use to do the we want it done. job we want to do, and in the manner rovide justification for interval escalation, or a number of other useful “ia this book, we will talk about computer systems in the context of Appendixes purposes. ‘AandB. Thats, the system will consist ofhardware, software, input and output ‘The PP&C unit also needs to regularly scan the computer's maintenance task peripherals, interfaces, and users and operators Aatabase to determine all upcoming tasks whose intervals are less than the “A check interval so that they may be properly scheduled prior to their maximum Airline Uses of Computers time or eyele limite, ‘An airline's need for a computer (as anyone else's need) is dynamic—slways ‘changing, The more we attain in computer capability the more we want: more memory, more speed, more flexibility, mare we grow in computer i xd more that we. Alreraft and engine data ‘paragraphs we will show just a few of maintenance and engineering’s use for limited parts, Materiel also needs to know the location of such parts; i., on the computer. which aireraft in the shop, onthe shelf in transit to or from maintenance. And ‘the computer program must be able to tally time andlor eyeles on these parts Maintenance tasks, as they are moved from one place to another. ‘All tasks listed in the MRB report selected by the airline engineering section Materlet, ‘by engineering. Each item ofthe letter checks will be ident One ofthe largest and most important uses ofthe computer is to identify, locate, interval including those tasks designated as multiple ch and process thousands of parts and supplies needed for M&E activities, Besides {identifying each part by part number and vendor, materiel noeds to know bow ning and control for the ‘vidual check performed by data are shared. Some units provide inputs to the computer for others to utilize feations that have been identified to be accom in various forms. We will leave it as an exercise for the student to determine ‘Another sireraft, say a B757, tail number 319, may be newer and willbe under- ‘computer requirements and to identify what inputs and outputs would be neoded Going ts third “A” check after 318 leaves the hangar. For this check, P&C will ‘tw accommodate these requirements for your own airline. Ths is something an{ABLE 121 Computer Sotware Moduies (Examples) TAME tb1_ Computer Sottero Mose (Dervtee) ‘Aicrult performance podulo ‘AaSitotl wuts or inns aetvitin (keting, scheduling.) neering module organized. The netic woul low the areratantonance og ‘entered (usually by MCC) on a regular basis. These data, ng subsequent ‘There is right way and a wrong way to sclect a computer system for airline main- tena orany oer applcatn fr that mar, The mina tn made by i ‘a mainframe computer, with used peripheral and then ty to make it work for ther operation. A ore ‘modern’ manager may buy a truckload of PCs withthe intention of networking Step one et, There may lobe ‘need to actominedate interface with oer computers ‘The cond step inthe simplified proces is to detrmine the sare tht: will need to moet your computing requirements, Tis not nly includes the ban-Step three ‘Step 2-What platform ie required to run the selected software? Main rane Min eompater| IMierosompate (shtop) Costinaton ‘There are many large airlines that have done this quite successfully. Some of them offer their creations for eae to other airlines. As with any good software package, ‘theee are written so that they can be easly customized and modified for future needs puting effort; e.., correspondence, unit specific activities, or games. Part | Maintenance and Materiel Support In earlier chapters, we discussed two types of maintenance: scheduled ‘and unscheduled. The working maintenance organization, however, is ‘not divided in that manner. For operational reasons, maintenance equipment.142 Maimtenance and Mater Support oe om — —< a [= — Pawo tet Orpaaninal char fr mintonance and materiel Chapter 13 Line Maintenance (on-Aircraft) Makeup of Line Maintenance Denengon th in ofthis bing maintenance organiza ion my take on different structures. Bu ‘The lese than “A” check items may be handled by a separate crew on the ‘third shift (overnight) or by the transit crew after the turnaround maintenance is done (f time permits). This arrangement often requires the lees than “A” check144 taltnanc and Meet Super Unematnance (nto) 48 ‘Needless to say, the personnel in MCC have quite a large job to perform. To 4o this, they need the right facilities to aid them in the performance ofthe job.(ee Chap. 19) Line Meintenance Operation—General ‘be as indicat canter cl “Tocarry out many ofthe tasks assigned tot, the MCC must have acess to main- dicated by the canter column blocks of Fig. 18-2, T minimize delay on tenmnce anual and other technical documents. Te fourth requirement for MCC, ‘hon is to have within the facility an extensive technical library (see Chap. 10) ‘Since MCC is iret to be notified of any maintenance problems, they are the first I —— licensed mechanics. The fa very signifieant role in the effort to meet tthe goals and objectives of the maintenance and engineering organization as well fas those ofthe airline. ‘One special function of the MCC sport ofthe airline’ reliability pro- ‘gram. The MCC is responsible fori 1g and reporting all delays and ean- ¥ ie ieraft Since line mainten their procedures are integral +t ee ‘investigation and the solution sername “= ting and reslv- "repeat dicrepancies. I jblems or write-ups thet occur ’ they spel four events ao Fence na sy ant h ps = wrong Tt could be a procedure, a mechanic, the operational conditions (main- aa {enunce or nonmeintenanee), environmental conditions, or bed parts. Whatever the reason, MCC does an immediate investigation to determine the problem and ‘Powe 192 Line maintenance operat romarr {48 Maintenance and Materiel Support | Une Maintenance (on-Akerat) 148 ‘Ramp and Terminal Operations. ‘Transiting aircraft are the subject ofa lot of attention at any airport, and that attention is usually concentrated in a short (often 30-minute) time span called sheran rowers cena a sre se a mens gate he gow the turnaround. During this turnaround, fight handling, servicing, and main- ‘hele hand column of Fig. 18-2 are employed. In many cases tenance chores must be accomplished, Although not allt the folewing would ferew can meet the aireraft with a solution in hand thus mi bbe required at every turnaround, thelist below provides an overview of what downtime and delays. must be done. same team that handles any other logbok items. Note discrepancies (or deferrals) and servicing of the ai Frighthanating rior to returning the aircraft to flight service, - . - prior to 8 ‘The main purpose of flight handling is to move passengers, their baggage, and/or any carried cargo off and onto the necessary. This begins with park- Aircraft Logbook ; ‘The Hight crow maintains «logbook in each airraf and enters spe nfor ‘ene! ‘contains basic information such 85, mation related to each fight le, Thi lo contains bai information fu So ‘The baggage and cargo loading equipment and crews form a second wave of activity followed by servicing and maintenance activities. Servicing consista of as well ag removing the trash and other waste materials ofthe previous one. ‘In the meantime (itis difficult to separate one activity from another from your vantage point in the passenger lounge), the maintenance crew has entered the airplane, checked the logbooks and, if possible talked tothe erew about any prob- of 7 ‘These deferrals must be handled in accordance with MEL requirements (see ‘Their efforts are extremely important and must be completed within a matrix of activity and within a narrow window of opportunity. But transit maintenanceOther Line Maintenance Activities : ‘After the excitement, fervor, and expedience of the turnaround effort has sub- + Gia noe and mia edgar re twine for sro damage Sided, the line maintznance organization attends to numerous other tasks. One ‘Gh a ort TAT pea slate abe tad AOKaes fr xton ‘ al + hack crew oxygen discharge dear presenfand for coordinating with all parties concerned. e “Other concerns at outstations include the contracting of maintenance per- ‘whatever arises, they noed to have the necessary skills to perform scheduled and sonnel on site for effecting repairs and for servicing the aircraft. Unless the air- unscheduled maintenance, to troubleshoot the problems, to perform required Tine has made previous contractual arrangements tation, arrangements i ‘One last point of line ‘nance work is being done th shopmaintenance activities a . 1&E managers and supervisors to keep abreast of everything that i going on in the maintenance area and to quickly address any problems that may arise, ported by MCC, there are times (overnight) when the line crew is performing the duties of MCC in addition to their normal duties,ia Hangar Maintenance (on-Aircraft) the TAA or lhe operational enditone (pulsing of eras and) sia interior modifications. ‘Any hangar vist can include various combinations of the above listed activ. to tron on aircraft withthe vera! tl soon micking out ofthe hangar wth ‘hangar doors not fully closed. This is usually acceptable to the alternative of overil shop aoe Chup 15) and ground support equipmens (GSES ewesChap. 15. ynone hangar—a sepa- o- vs. fourengine, wide Hangar Maitonance on-Areraft) 157 Problem Areas in Hangar Maintenance ‘There are several areas within the hangar maintenance activity that, at times, ‘may cause some problems. These are discussed below to prepare the reader for the real world of maintenance. \Nonroutin Heme ygram is developed or by P&C when the planning is done. t had to be done, most checks would be straightforward ‘amount of time. However, many of the routine tasks ves, and any other work to be incorporated in the scheduled check. Materiel (Chap, 16) is responsible for the delivery of parts and supplies to GIT for maintenance to use them, The hanger manage- idea parts staging area in the hangar near the aircraft {dak for thea pares and supplies to be dalivered and stored, Thin aren must be ‘accessible tothe work force and at the same time protected from parts robbing ‘or pillerage. This area should also provide space for mechanics to dropoff any parts r—158 Maltenance and Mate Support ‘removed from the aireraf that are to be repaired or discarded, so that materiel y of maintenance to insure that very of parte when needed allows maintenance people to exert their time land effort on the job they were hired to do—maintenance—rather than spend it traipsing around the airport gathering the parts and supplies they need ‘apart thats not available in ‘uled ight, the needed partis taken from TN 824, which isin the hangar under- foing"C check, Thus, TN 217i returned to service (without incurring adelay) and flight operations, line maintenance, the airline business office, and the passengers are al happy. But what about hangar maintenance? Two problems come to mind. hangar maintenance order it? oes on and TN 824 is ready tocome: ‘has not arrived. (Was it ever ordered?) craft, say TN 347, which is due in for “C” ch involved (.., the aireaft robbed and the aircraft receiving the robbed ps Hangar Maintenance orAerat) 150 (@ approval for such parte robbing should be given only by the director of air- plane maintenance or his or her designate once it has been determined that all in the process thus avoiding similar problems in the futur. Maintenance Support Shops hangar maintenance funct Hangar support shops refurbish or repair aircraft surfaces, and cowlings made of sheet metal re will also be a fabrics and interiors shop for the ‘maintenance program and is not specified in the MRB document or the airline's (Ops Specs as routine or nonroutine maintenance but work will be required on the various components mentioned above from time to time either by nonrou- shops may come shops for other airlines or fixed base operators, Ground Support Equipment ‘Modern commercial aireraft require a considerable amount of tools and equip- ‘ment to support the maintenance and operations activities. In addition to the tools and test sets used by mechanics and technicians for normal maintenance,160. Maitenance and Matra Support Hangar Malntenance (on-Aerat) 161 | ‘TABLE 141 List of Ground Support Equipment (GSE) ems | mie suppor ‘Aiport Aline Une Handling seen a Name of OSE ese fmed owned (HEY Qecrvcing Maintenance x | E i | B il i t f i { 2 ul i i g i t "To maximize in-service reliability and profitability, operators must procure ZAi Tt Aton ot Amar (AA Common Sur at tony (SDD ein GSE and tooling appropriate for their aircraft when a new model is being incor- rin dca, las i141 dT 143, rated thoi a al main fare sometimes mated to specific aircraft models, Other GSE and tooling can be Se eS ay ots hte tr oer ‘uted on more than one type sireraf. The GSE and facilities organization must ———‘182 Maintenance and Matera Support Hangar Malntnance(on-Aerat) 163 ‘work with engineering at the outset, wh hase or lease of new ar ‘The parts storage area is stocked with parts and supplies needed forthe work to ‘must be ordered specifically forthe new model. hould be done livery ofthe frst aircraft so that these tools Stations to be supported (multiple units may be required); ‘ramp operations tobe accommodated (individual or simultaneous use require of overhaul work to be done by the operator; and (¢) coor- aircraft Preliminary *C" check activites ‘The first order of business, usually, is to wash the aircraft, The vehicle is towed ‘a group attached tothe hangar maintenance organ ‘often housed in the same hangar as other overhaul ‘opened and visual inspections are conducted, ime will require nonroutine work cards, These cards are generated by QC and are placed in the card rack for lat plishment with other work cards. Next, or in conjunetion with the in the stands and scaffolding (as needed) stored outside the hangar in a designated area on the ramp ne Haan ene amentiouil be sared nthe hang. Spec tas ‘and fixtures may be etored in the hangar tool shed. 3] midsized airline is also responsi ble for general maintenance and upkeep ofall GSE as well asthe general main- ‘tenance and upkeep of all buildings and facilities used by the M&E organization. Hangar Maintenance Activity—A Typical “C* Check ‘The content of a“C" check will vary from one airline to another, from one aircraft to another, even from one check to another for the same aircraft or type. The dis- cussion that follows is typical and, for convenience, is divided into several stages, ‘which, in reality, may overlap or even fuse together. For this illustration, we will ‘break the typical check into five sections: (1) ®) preliminary activi- ‘tos; (@) conduct ofthe check; (4) completion and (6) return to service, climinate parts chasing by mechanics. Quality control inspectors will reinspect any items previously rejected and approve the work (buyback, see Chap. 18). Any delays in the check schedule, espe- cially those affecting return to service, willbe coordinated with MCC and fight ‘operations by the dock manager. If ll goes well, the “C" check will be eompleted Le