Samson, Angelo D.

BSAMT 3-BADGER

ACTIVITY # 3

1. Inspections designed to detect damage or potential points of failure on an aircraft are included
in scheduled maintenance. MSG-3 compliance also entails the identification of parts critical to
the aircraft's maintenance or structural integrity. MSG-3 inspection types are defined by the
MSG-3 domain. You can change the inspection types to meet your organization's needs. On task
card records, master task card records, job cards, and work orders, you select the MSG-3
inspection type. The MSG-3 guidelines provide logic, referred to as "level two analysis," for
determining the appropriate scheduled maintenance tasks for each potential failure cause.
Lubrication/Servicing, Operational/Visual Check, Inspection/Functional Check, Restoration, and
Discard are the five types of tasks that can be performed.

2. ATA produced a document titled maintenance evaluation and program development in 1968,
which became known as "MSG-1." The process was tested on the Boeing 747. The MSG-1
process developed scheduled maintenance using decision logic. MSG-2 was developed and used
for developing scheduled maintenance in the 1970s. MSG-2 was process oriented and
introduced the concept of condition monitored maintenance for the first time. MSG-3, which
was first published in 1980, is a task-oriented concept whose main idea is to recognize the
inherent reliability of aircraft systems and components, avoid unnecessary maintenance tasks,
and increase efficiency. MSG-2 was later developed and used to develop scheduled
maintenance for 1970s aircraft such as the L1011 and DC-10. MSG-2 was process-oriented and
took a top-down approach. The original version of MSG-3 was first published in 1980, and it
introduced a top-down approach by focusing on 'consequences of failure' based on the
experience and identified weaknesses of MSG-2. MSG-3 anticipated the classification of
functional failures and the consequences of those failures into two broad categories: 'SAFETY'
and 'ECONOMIC.'

3. The original version of MSG-3 was first published in 1980, and it introduced a top-down
approach by focusing on 'consequences of failure' based on the experience and identified
weaknesses of MSG-2. MSG-3 anticipated the classification of functional failures and the
consequences of those failures into two broad categories: 'SAFETY' and 'ECONOMIC.' Unlike
MSG2, MSG3 is task oriented, which eliminated the confusion caused by the various
interpretations of 'Condition Monitoring,' 'On-condition,' and 'Hard time.' Another significant
advancement was the acceptance of 'damage tolerance rules' and 'supplemental inspection
programs.'
4. The Maintenance Planning Document is a repository document issued by the Type Certificate
Holder that contains repetitive maintenance tasks as well as additional information needed to
complete them. The MPD's purpose is to assist operators in developing an Aircraft Maintenance
Program. It contains all the Maintenance Review Board requirements as outlined in the MRBR,
as well as all additional mandatory scheduled maintenance requirements. Aircraft
manufacturers provide maintenance planning documents to describe the repetitive tasks
required to maintain their aircraft. The goal of maintenance planning is to ensure that your
equipment remains in good working order. While a standard plan will suffice, any facility will
require an effective program to reap the full benefits of your maintenance policy.

5. The Approved Maintenance Programmed (AMP) defines the maintenance required to keep your
aircraft in safe, airworthy condition. Each Operator is responsible for ensuring that the program
is up to date with the manufacturer's source documents and that it is effective at maintaining
airworthiness. The AMP describes the operator's routine scheduled maintenance tasks that
must be completed to meet the obligations to ensure continued airworthiness. The operator is
responsible for creating an AMP. It should be created by the CAMO PH (or under his/her
supervision). Before the aircraft is brought under the operator's CAMO, the document must be
created and approved by the competent authority. It also serves as the foundation for the
company's digital airworthiness management system. The AMP is based on several source
documents, which I will briefly describe below, as well as a specific operator's experience with
the type and outcomes of the company's reliability program.