tna Aram Threshold Repeat Tasks All Interat—”Types ‘Soc0FC/3¥E 6000 /2¥E 3 ‘0008 /aNE ‘.000FC | aE sRecoFC/oYE 32300" / YE 2 52,000 6refr2,0008 4 s2YG/24o00FC ——1BYEf24,000FC 4 2H00FC/nNE —24,000FC/x2VE 7 ENGNG ENGNG ‘TovAL TASKS Er nat irae Threshold Repeat Take All mera Types to Ho 6 ‘000FH ‘gocerH S.oooFH Soo00FH a oe 55 oe ore or 26 ye © 2 2a 10 ‘ToTaL TASKS 207 checks before the 12th check, which would be a combined A check and C check, Asa maintenance cycle within the 787 MPD is referred to as 24YE, there ‘would be about 96 checks and eight base or C checks, that include four HMVs, in a full cycle. The 24YE would coincide with the highest current calendar inspections within the MPD. — Acheck interval In reality, large differences in aircraft FH utilisation will affect che number of A checks in a cycle in the 36MO base check interval. An aircraft flying an average of 14FH per day will rach the larger ‘grouping of 1,000FH in 2.3 months, ‘hile an azerafe lying an average of 10FH per day will reach 1000FH in 3.3 ‘months Therefore, airlines’ A check schedules will relate to rates of utilisation. Ifthe 1,000FH multiple isto be used, groups, such as the 1,500FH tasks, could be de-escalated and brought forward to the 1,000FH interval. FC tasks willbe performed at che equivalent FH interval depending on the FHEFC rato, and slotted into the closes chek. Calendae sue to 18 Jour 298 TRENT Tora Ter8 78-8&- 78r98- 1000 GEn Insp Tasks “gTasks “soTasks Tasks Tasks MH 35 : 50 3 1 1355 1 540 Toe ae 290 " 6 12959 pe toe acd ENG ag a ee ee 39 | MAINTENANCE & ENGINEERING Deep Aces Requirements Wing ML support srucure-empennage, icra eel beam ane nacelle pane! access Extensive acess into and within fue tanks for etalled inspections including Airworthiness Limitation tes Extensive access to cargo compartment, abin intro ica exceror panels, ight control and stabilizer structure Engine engine mount and nacelle structueat engine emoval, TRENT Toma. T8r8 7er8&- 7B-9&- 1000 Gent Insp Doop Acoss pTasks “gtasks ‘soTaste Tasks Tasks MH Requlements 60 eres) 3 10500 —_—Enginecomfingand thrust reversr access tm 14 4230. —_Generalpanelremovalacoss the useage and wings or nspectons 2 50.05 Patel extensive access across the ante ara Some tasks are LN specific and/or is ‘pec noted instructions to acess contions foc inspections, 7 7 6930 Passengt/cago/man deck ah deck) lrg and el tank eens intra! acess requlements, 4 1 23.00 __Intemal 6 inspections of passenger cabin and vertical stailzr areas with pabels and insulation blankets dspacedas necessary. 0 5 Bow tasks will have to be performed at the ‘most appropriate 1,000FH multiple in relation to utilisation (see 787 MPD analysis & cheek planning - Aircraft Commerce, June/July 2016 for further A check breakdowns) = Ccheck interval For C check planning assistance, the MED provides operators with basie "Phased? or ‘Block’ maintenance programme packaging examples, based fon an average utilisation of 11FH per day and a ratio of 5.5 FH per FC. For this article, and with refecence to the industry general C check term usage, the 36MO (3YE) check is referred t0 as a CC, the 72MO (6YE) check as a C2, the 108MO (9YE) as a C3, and the 144MO (12YB) as a C4 check. The repeat of these checks with the addition of higher FH, FC and Calendar tasks would equate toa GS at 180MO (1SYE}, Cé at 216MO (18YE), the C7 at 252MO (21 YE), and the C8 at 288MO (24YE). Airline terminology may differ. The Guide Base ‘Check MPD Inspection and Panel Access Hours are summarised (see table, page 39) This includes check pattem information for more detail By surnmarising che systems, structures and zonal task content (see tables, pages 38, 39 & 40), the extensive variations of thresholds and intervals that do not fll ito an ideal block or phased pattern can be seea. This planing complexity means that, whatever the aircrafts uiisation, some tasks will be performed as standalone items or brought forward to a convenient time to avoid ‘oversrunning their intervals. This must be ‘managed by the operator's continued airworthiness maintenance organisation (CAMO), Given that mos of the larger 787 fcets’ average annual utilisation i 4,500- S,000FH, with a daily igh ulisation of 12-14FH, the airafe ae likely to each the FH guide imervals for base checks before they reach the ealendar intervals They also reach the structural check’s calendar interval before they reach the FC interval, soit is likely thatthe intervals of the FHT tasks inthe Systems, Structures, and Zonal sections ofthe MPD will drive ‘mach ofthe base check inpu scheduling. “Ae Monatch Airlines Engineering newer Coucce