AE 484 Part 2

Development of Maintenance
Programs
1
2.0 Development of Maintenance Programs
Summary of Last Lecture
Systems, Subsystems and Components
Development of Maintenance Programmes

The Process Oriented Approach
 Hard Time
 On Condition
 Condition Monitoring
 The Maintenance Steering Group Approach (MSG-2)
 Process Oriented Maintenance
o The Hard Time Process
o The On Condition Process
2
o The Condition Monitoring Process
Evolution of Evaluation Methods
Development of the MSG-methodology
European
Airline / Manufacturer
Maintenance Airline / Manufacturer Maintenance
Maintenance Program
Evaluation and Maintenance Program System
Development
Program Planning Document Guide
Document
Development
MSG-2 EMSG
MSG-3
MSG-1
Prepared by:
Association of European Airlines
Prepared by:
Prepared by: Date: July 1972
Prepared by: MSG-3 Task Force
747 Maintenance August 1972
R&M Subcommittee Air Transport Association
Steering Group Sept. 1972
Air Transport Association
February 1973
Date: September 30, 1980
Date: July 10, 1968 Date: March 25, 1970 March 31, 1988 - Rev.1
Aug. 1, 1968 Sept. 12, 1993 - Rev.2
June 1, 1969
A310/A300-600
Airbus A300B2/B4
Douglas DC-10 A319/320/A321
Boeing 747 AS/BAe Concorde
Lockheed L-1011 A330/A340
VFW 614
Mar-21
B757/767/7773
Evolution of Evaluation Methods
 MSG Method - Background
 MSG3 - 1980
 « Maintenance program development document »
 (Task oriented program, numerical rating system, different sources
of deterioration for structures, Damage tolerance, ...)
 MSG3 Rev.1 - 1988
 MSG3 used to develop « initial » scheduled maintenance program,
revised structure logic diagrams, amended definitions for
inspection levels, composite materials to be handled, …)
 MSG3 Rev.2 - 1993
 (CPCP, Determination of appropriate scheduled maintenance
requirements for composites, ...)
 MSG 4 ?????
4
Task Oriented Maintenance
These procedures are referred to as MSG-3.
MSG-3 is a modification of and an improvement on the
MSG-2 approach.
MSG-2 was a bottom-up approach – involves monitoring
systems at their component level to detect failure
conditions.
MSG-3 is a “top-down” approach which is used to identify
suitable scheduled maintenance tasks to prevent failures
and maintain the reliability of the system.
5
MSG-3 Process
With MSG-3 the Maintenance Programs will be developed
via a guided logic approach and will result in a task-oriented
program.
The logic’s flow of analysis is failure-effect oriented:
It does not start with an evaluation of proposed tasks (as
MSG-2 and EMSG) but with the most important factor
determining the task, namely the consequences of a
functional failure.
Items that, after analysis, have no scheduled task specified,

may be monitored by an operator’s reliability program.
The terms ‘Hard-Time’, ‘On-Condition’ and ‘Condition

Monitoring’ are no longer used.
Mar-21 6
MSG-3 asks - how does a particular failure affect the
operation of the aircraft ?
It does not matter whether a system, subsystem, or
component fails.
What matters is how the failure affects the aircraft
operation.
Failures are assigned one of two basic categories –
 Safety, or
 Economic
The following diagram is a simplified version of the first
step in the MSG-3 logic process :
7
MSG-3 expected the assessment of
functional failures and assigning (1) Failure Modes Effect Analysis (FMEA).
consequences of failures in two basic
categories, ‘SAFETY’ and ‘ECONOMIC’. Is the Failure
Evident to the No
Yes Operating Crew ?
(2)
Does Failure Affect
Operating Safety ?
No (3)
Does Hidden
Failure +
Related System
(4) Failure Affect
Operating
Safety ?
Does Failure
Affect Operating No
Yes Capability ? No
Yes Yes
(7) (8) (9)

(6)
(5) Non-Safety
Operational Non-Operational Safety
Safety Economic Economic
Economic
Evident Failures – (A) Hidden Failures8 – (B)

MSG-3 Level 2, Evident Failures (A)
Could failure have significant operational impact?
Is lubricating or Is a restoration task to

Lubricate or Service Y servicing task applicable reduce failure applicable Y Do Restoration
& effective? & effective?
Cat 5 Only
N N
Is ability to detect Is a discard task to avoid

degradation of potential failure or reduce failure
Do Operational Check Y Y Discard
failure applicable & rate applicable &
effective? effective?
Cat 5 Only Cat 5 Only

N N
Is ability to detect
Is there a combination of
Do Inspection or degradation of potential
Y tasks which are Y Do Combination Task
Functional Check failure by on or off A/C
applicable and effective?
test applicalbe?
Cat 5 Only N
N
Cat 5: Redesign is Mandatory
Cat 6&7: Redesign Desirable
Mar-21 9
MSG-3 Level 2, Hidden Failures (B)
Could failure have significant economic impact?
Mar-21 10
MSG 3 - Analysis Principle
The method for determining maintenance requirements uses
a progressive decision logic.
Evaluations are based upon the functional failures and the

failure causes.
Function Functional Failure Failure effects Causes

(Normal (How an item failed to (What is the result of (Why the functional
characteristics perform its function) the functional failure) failure occurs)
actions of an
item)
Level 1: Level 2:
Maintenance to be applied to
Criticity of the failure effect
causes in order to avoid the
depending on whether it is
functional failure or its
EVIDENT or HIDDEN
consequences.
(Safety, operational,
economic)
Mar-21 11
MSG 3 - Analysis Principle
Function Functional Failure Causes
(Normal (Why the functional
characteristics Failure effects failure occurs)
actions of an (How an item failed to (What is the result of
item) perform its function) the functional failure)
EVIDENT or HIDDEN ?
Evident Hidden
SAFETY ? SAFETY ?
No Yes No
Yes
OPERATING CAPABILITY ?
Yes No
Safety (5) Operational (6) Economic (7) Safety (8) Non safety (9)
LEVEL 1
Mar-21 12
Maintenance Review Board-Process
FAA/EASA require for A/C TC. Based on MGG-3 Method

Mar-21 13
Maintenance Program Evolution-Process
Maintain Safety, Reliability, Economics

Mar-21
14
MSG MRB MPD OMP DCA OMP
Mar-21 15
The flow chart in this figure is used to determine if
the failure is evident to the flight crew or hidden
from them.
Once this is determined another set of flow charts is
used to determine what type of maintenance is
performed – see pages 26 and 27 of the course text
book by Kinnison.
The decision logic built into these flow charts is used
to identify suitable scheduled maintenance tasks to
prevent failures in aircraft systems, and to maintain
the inherent level of reliability of the system.
16
There are three categories of tasks

developed by the MSG-3 approach :
(a) airframe systems tasks
(b) structural item tasks
(c) zonal tasks
17
A. Maintenance Tasks for Airframe Systems
Decision analysis results obtained using MSG-3 assigns a combination of the
following eight tasks –
1. Lubrication – applying oil and grease to reduce friction and wear.
2. Servicing – attending to basic needs of components and/or systems.
3. Inspection – Examination of an item and comparison against a standard.
4. Functional Check – Measurements are made to determine if each function of an
item performs within specified limits.
5. Operational Check – Determines if an item is fulfilling it’s intended purpose.
Does not require measurements of tolerances.
6. Visual Check – Observation used to determine is fulfilling its intended purpose.
Does not require measurements of tolerances.
7. Restoration – Returns an item to a specified standard. Varies from simple cleaning
to complete overhaul.
18
8. Discard – Removes an item from service at a specified life limit.
B. Maintenace Tasks for Structural Items
Airplanes are subjected to three sources of structural deterioration –
1. Environmental Deterioration: Deterioration of an item’s strength or
resistance to failure as a result of interaction with climate or the
environment.
2. Acidental Damage : Deterioration of an item caused by –
 impact with some object which is not part of the airplane,
 errors in manufacturing
 damage during operation
 damage during maintenance
3. Fatigue Damage : The formation of cracks due to cyclic loading.
19
Failure of structural components due, for example, to metal fatigue.
20
These different forms of structural deterioration can only be
detected by inspection.
The inspections must be made at three different levels of
detail :
1. General visual inspection : This requires the opening or
removal of access doors or panels. Work stands or ladders
may be required to access some of the components.
2. Detailed inspection : an intensive visual inspection which
looks for irregularities using mirrors, magnifying glasses,
etc.
3. Special detailed inspection : This type of examination typically
requires high-powered magnification, ultrasonics detection, penetrating
dyes, magnetic particles, eddy currents, etc (see Chapter 18 of course
text book for details on these methods). 21
C. Zonal Maintenance
The zonal maintenance program ensures that all systems,
components, and installations contained within a specific
zone on the vehicle receive adequate attention.
The program takes a number of general visual inspection
tasks from the maintenance program of various systems, and
then applies them to systems in one or more zones.
A zone overlaps
several systems
Each coloured rectangle

represents a different
system. 22
In this diagram, the
zone is a wing and
includes all the
systems which are
built into this wing.
23
3.0
Aviation Industry
Certification
Requirements
24
3.0 Aviation Industry Certification Requirements
Aircraft Certification
The aviation industry is the most heavily regulated of
all the different forms of transport.
There are three certificates necessary for full
certification of an airplane :
1. The Type Certificate – certifies the aircraft
design.
2. The Production Certificate – certifies the
manufacturing process.
3. The Airworthiness Certificate – certifies the
aircraft itself. 25
Type Certificate
• Each aircraft designed and built for commercial as
well as private use must have an approved type
certificate (TC).
• This certificate is applied for by the designers of the
vehicle once the basic design has been determined.
• The TC defines the vehicle airframe, its engines, and
the various instruments, systems and other
equipment.
• If more than one engine type is available for the aircraft,
the TC must cover all of them.
• The TC also defines the capabilities and limitations
of the aircraft … 26
 Passenger carrying limits.
 Cargo carrying limits.
 Altitude limits.
 Fuel capacity.
 Top speed.
 Cruising speed.
All of these parameters must be identified on a data sheet
attached to the certificate.
The design of an aircraft must be proven to meet aviation
authority standards by means of inspections and test
flights. 27
The TC is applied for early in the design stage but it
is not awarded until the aircraft is –
 actually built,
 tested in flight, and
 proven to meet the required standards of
safety and airworthiness.
For example, the Boeing company applied for the
TC for the 757-200 aircraft in 1978 but it was not
awarded until 1982.
A sample TC is shown in the next slide.
28
1. Type certificate
number.
2. Applicant’s name.
3. Applicable
regulation.
4. Product type
designation. e.g.:
“Airplane Model
787”.
5. Date of original
application.
6. Date TC is issued.
7. Signature of
manager of
issuing authority.
29
Production Certificate
Once the type certificate is awarded, the manufacturer must
apply for a Production Certificate (PC).
The PC is awarded when the appropriate aviation authority is
satisfied that the manufacturer has –
 the necessary manufacturing facilities
 established an effective quality control programme to
ensure that each aircraft they produce will be built to
the TC standards.
The aircraft manufacturer usually gets one PC and each aircraft
they produce will be added to that original PC by the
appropriate aviation authority.
The sample on the following slide shows the first page of a
30
typical PC.
Note : A PC may be
cancelled, suspended,
superceded or revoked for a
just cause at any time !
31
Airworthiness Certificate
The third certificate – the airworthiness certficate (AC) –
confirms that the aircraft –
 has been inspected
 conforms with its type certificate,and
 is in airworthy condition.
The airworthiness certificate is applied for by the manufacturer.
It is awarded –
 after the aircraft has passed all inspections, and
 after the aircarft has passed a successful flight test, and
 when the aircraft “rolls out the door” – just prior to
delivery to a customer.
32
Airworthiness Certificate
The AC contains the aircraft’s unique serial (tail) number.
The AC remains valid as long as -
a) the aircraft meets its type design
b) the aircraft is in a condition safe for operation
c) all airworthiness directives have been complied with,
and
d) maintenance and alterations are performed in
accordance with the relevant aviation authority rules.
A typical airworthiness certificate is shown on the next slide.
Is is required that this certificate be prominantly displayed in the
aircraft.
In passenger aircraft it is usually posted by the main entry
door. 33
Note : An AC may be cancelled, suspended, superceded or revoked34if any

of the conditions on the previous slide are not met !
Operator’s Certificate (OC)
An operator cannot just buy an aircraft and enter into commercial
service.
In the USA, the operator must meet the requirements of –
 the Department of Commerce with regard to the business
aspects of the airline operation, and
 the Department of Transportation with regard to the
technical aspects.
The operator has to demonstrate that they –
 understand the business of commercial aviation
 understand the operational and maintenance aspects of
commercial aviation, and
 have the the necessary people, pacilities, and processes
in place to carry out an airline business.
35
The OC, once issued by the relevent government
agency, states that –
“the airline is authorized to operate in accordance with
the relevents Acts and its rules and regulations, and the
terms, conditions, and limitations contained in the
operations specification.”
The US Federal aviation act of 1958 requires the airline
to develop and “operations specifications” document
(Ops Spec for short) for each type of aircraft to be
operaed in commercial service.
36
The Ops Spec outlines such operational activities as –
a) the type of service to be offerered – passenger, cargo or
combination,
b) the type of aircraft to be used,
c) the routes to be flown,
d) the airports and alternate airports that will be used,
e) the navigation and communications facilities to be utlized on each
route,
f) the way points used in navigation,
g) the take off and approach routes,
h) the maintenance and inspection program applicable each
particular aircraft model including the scheduled and unscheduled
maintenance programs, and
i) the quality assurance and reliability programs. 37
Certification of Personnel
An airline is typically required by law to have sufficient full time
qualified management and technical personnel to ensure a high
degree of safety in its operations.
The basic personnel requirements are typically –
 a Director of Safety
 a Director of Operations
 a Director of Maintenance
 a Chief Pilot
 a Chief Inspector
What ever the positions created by the airline, they must be able
to show that they can operate safely.
This means the personnel must have the necessary training,
experience and expertise. 38
4.0
Documentation for
Maintenance
39
4.0 Documentation For Maintenance
Types of Documentation
It has been said that the paper documentation required for the
maintenance of a modern jet liner would weigh about the
same as the airplane itself !
Whether or not this is true, there is certainly a considerable
amount of documentation.
This section will look at two main types of documentation –
1. Manufacturer’s Documentation
2. Regulatory Documentation
3. Airline Generated Documentation
4. ATA document standard
40
Manufacturer’s Documentation
• Airplane maintenance manual AMM
Storage and recovery documents SRD
• Fault isolation manual FIM
• Schematic diagram manual SDM Customized to Contain
• Task cards TC Customer Configuration
• Wiring diagram manual WDM
• Illustrated parts catalogs IPC
• Fault reporting manual FRM
• Component maintenance manual CMM
• Vendor manuals VM
• Structural repair manual SRM
• Maintenance planning data document MPD
• Master minimum equipment list MMEL
• Dispatch deviation guide DDG
• Configuration deviation list CDL
• Service bulletins SBs
• Service letters SLs
• Maintenance tips MT
41
Manufacturer’s Documentation
1. Airplane Maintenance Manual (AMM)
Contains all the basic information on the operation and
maintenance of the aircraft and its on-board equipment.
Explains how each system and subsystem works.
Describes basic maintenance and servicing actions such as
removal and installation of LRUs.
2 Component and Vendor Manuals
All components built by the aircraft manufacturer will be
accompanied by a component maintenance manual.
Vendor Manuals (VM) are written by the manufacturer of
components and systems built by outside vendors. 42
3. Fault Isolation Manual (FIM)
Contains a set of fault isolation trees for locating and fixing
various systems and components on aircraft.
Example
for a car
engine.
43
3. Fault Reporting Manual (FRM)
Designed to be used by the flight crew – e.g. where to begin
looking in the FIM for the source of a problem
The flight crew identifies their problem using a series of
questions and diagrams of system operation and instrument
indications.
This leads to an 8-digit code which is reported to the ground
station.
Maintenance people then use this code to find the appropriate
solution.
44
4. Illustrated Parts Catalogue (IPC)
Includes lists and location diagrams of all parts used on an
aircraft.
Includes information on part numbers, vendors, and
interchangeability.
5. Storage and Recovery Document (SRD)

Contains information for maintenance and servicing of
aircraft that are to be out of service and stored for long periods
of time.
Includes procedures for draining certain fluids, moving the
aircarft so that the tires will not go flat, and protecting
components from the weather. 45
6. Structural Repair Manual (SRM)
Provides the airline operator with information for performing
simple structural repairs.
More complex repairs require the specialized facilities of the
airframe manufacturer.
7. Maintenance Planning Data Document (MPD)

Provides the airline operator with a list of maintenance and
servicing tasks to be performed on the aircraft.
Some of these tasks were developed by the MSG process.
46
8. Schematic Diagram Manual (SDM)
This document contains the detailed schematic diagrams of
 electrical,
 electronic, and
 hydraulic systems
… on the aircraft.
The AMM (see earlier slide) contain only simplified diagrams
to aid in troubleshooting.
47
Examples of schematic diagrams.
See also http://www.b737.org.uk/ 48
9. Wiring Diagram Manual (WDM)
This shows the complete run of all wiring on an aircraft
including –
► cable bundle numbers and routing,
► plug and connector numbers and locations,
► bulkheads, and other structural elements through which
the wiring is routed.
10. Master Minimum Equipment List (MMEL)
A list of equipment identified by the manufacturer which may
be degraded or inoperative while the aircraft is in operation …
… providing the system is fixed within the prescribed time
limit set by the MMEL.
49
Documentation Standard
50
Documentation Standard ATA
• ATA Spec 100

• Air Transport Association of America (ATA)
standardized the overall format of the maintenance
manuals
• Each system or system type was assigned a chapter
number. For example,
- Hydraulic systems are in ATA Chapter 29

- Radio equipment is ATA Chapter 23.
51
ATA Spec 100
Format
• 52 11 02 401
XX-XX-XX-XXX
Page Block
Subject
Section
Chapter
Example:
• 52 Doors
• 52-11 Passenger Doors
• 52-11-02 Passenger Door Handle
• 52-11-02-401 R/l Procedure for Pax Door Handles
Mar-21 52
ATA Specification 100
•AIRFRAME GENERAL •GROUP STRUCTURE
05 TIME LIMITS MAINTENANCE CHECKS 51 STRUCTURES

06 DIMENSIONS and AREAS 52 DOORS
07 LIFTING and SHORING 53 FUSELAGE
08 LEVELING and WEIGHTING 54 NACELLES / PYLONS
09 TOWING and TAXIING 55 STABILIZERS
10 PARKING and MOORING 56 WINDOWS
11 PLACARDS 57 WINGS
12 SERVICING
•GROUP PROPELLER / ROTOR
•AIRFRAME SYSTEMS 60 STD.PRACTICES - PROP / ROTOR
20 STANDARD PRACTICES AIRFRAME 61 PROPELLERS
21 AIR CONDITIONING
22 AUTOPILOT •GROUP POWER PLANT
23 COMMUNICATIONS
24 ELECTRIC POWER 70 STANDARD PRACTICES ENGINE
25 EQUIPMENT and FURNISHINGS 71 POWER PLANT - GENERAL
26 FIRE PROTECTION 72 ENGINE
27 FLIGHT CONTROLS 73 ENGINE FUEL and CONTROL
28 FUEL 74 IGNITION
29 HYDRAULIC POWER 75 AIR
30 ICE and RAIN PROTECTION 76 ENGINE CONTROLS
31 INSTRUMENTS 77 ENGINE INDICATING
32 LANDING GEAR 78 EXHAUST
33 LIGHTS 79 OIL
34 NAVIGATION 80 STARTING
35 OXYGEN 81 TURBINES
36 PNEUMATIC 82 WATER INJECTION
37 VACUUM 83 ACCESSORY GEAR BOXES
38 WATER / WASTE
49 AIRBORNE AUXILIARY POWER 91 CHARTS
Mar-21 53
ATA Spec 100
Mar-21 54
Regulatory Documentation
In the United States, the FAA (Federal Aviation
Administration) issues many documents on aircraft
maintenance. The most significant ones are –
● Federal Aviation Regulations (FARs)
● Advisory Circulars (ACs)
● Airworthiness Directives (ADs)
● Notice Of Proposed Rule Making (NPRM)
This last one is issued by the FAA whenever the
FAA intends to change a FAR. It is issued in
advance of the change to give aviation industry
plenty of time to study and comment on the
proposed change.
55
The following figure shows the process from initial Notice of Proposed Rulemaking
(NPRM), consultation and comment period, to the publishing of the Final Rule in
the Federal Register and finally in the Code of Federal Regulations (CFR
14).
56
Federal Aviation Regulations (FARs)
These are the laws of the United States which relate to all aspects of
aviation including private, commercial and experimental aircraft;
airports; navigational aids; air traffic control; training of pilots, air
traffic controllers, mechanics etc.
Example FAR
57
Advisory Circulars (ACs)
Designed to help airline operators meet the requirements of
FARs.
An AC often states that something is “a means, but not the
only means” of complying with a regulation.
Airworthiness Directives (ADs)
The airworthiness directives are very important regulations
issued by the FAA to correct an unsafe condition that exists in
an –
● aircraft
● aircraft engine
● propeller,
● aircraft appliance
58
Example AC
59
Aircraft owners or operators are required to maintain aircraft
in compliance with all ADs.
Typically an AD will include –
a) a description of the unsafe condition
b) the item to which the AD applies
c) the corrective action required
d) date of compliance
e) where to get additional information
f) information on alternative methods of compliance (if
applicable)
60
Effective, November 12, 2002
Airworthiness Directives;
Boeing Model 737 Series Airplanes
Applicability: All Model 737 series

airplanes; certificated in any
category.
To prevent an uncommanded rudder

hardover event and consequent loss
of control of the airplane due to
inherent failure modes, including
single-jam modes, and certain latent
failure or jams combined with a
second failure or jam; accomplish
the following: ….
61
Airline Generated Documentation
Operations Specification (“Ops Spec”)
• Written by the airline in accordance with strict FAA
requirements.
• The Ops Spec is required for each aircraft type flown by the
airline.
• It details the airline’s maintenance, inspection, and operations
programs.
62
Technical Policies and Procedures Manual (TPPM)
The airline’s Maintenance & Engineering (M&E) operations
manual.
Defines exactly how all M&E functions and activities will be
carried out.
A detailed document – may be several volumes.
Personnel in M&E must be trained on the TPPM.
63
Inspection Manual (IM)
Usually a chapter in the TPPM.
Contents relate to -
a) mechanic inspection tasks

b) QC inspector tasks
c) special inspections (hard landings, bird strikes, etc.)
d) airlines required inspection item (RII) program
e) paperwork and forms to carry out these functions
64
Quality Assurance Manual (QAM)
This could be either
 a special manual for QA auditors only, or
 a separate chapter in the TPPM.
Defines procedures used in the annual QA audits conducted
on the M&E units, suppliers and outside contractors.
Includes formats for forms and reports to be used in the QA
procedures.
65
Minimum Equipment List (MEL)
The aircraft manufacturer produces the Master Minimum Equipment
List (MMEL).
This includes all aircraft configurations available for a particular model
of aircraft (e.g. Boeing 747-100, 747-200, … etc.).
For some models of aircraft, customers can choose –
 engines from three different manufacturers
 various auxiliary systems as buyer options
.. much of this is not applicable to some operators.
The airline operator is therefore required to customize the MMEL for
their aircraft engine / airframe configurations.
The customized MMEL becomes the MEL.
Copies of this MEL must be carried in each aircraft for flight crew
reference. 66
Task Cards
Certain tasks defined in the AMM for - removal/installation, testing,
servicing and similar maintenance - are reproduced on separate cards
or sheets so that the mechanic can perform a particular maintenance
task without having to carry the entire maintenance manual around
with them.
These tasks may call for the mechanic to open panels, set certain
circuit breakers “in’ or “out”, turn other equipment “on” or “off”, etc.,
before they can do the maintenance task, and then they must reverse
these steps when they have completed the maintenance task.
However, much of the work done during an aircraft check involves a
combination of several tasks applied in the same area of the aircraft.
To avoid repeating the same tasks and unnecessary opening and
closing of the same panels, most airlines write their own task cards to
combine these maintenance activities.
67
68
6.0
Requirements for a
Maintenance
Program
69
6.0 Requirements For A Maintenance Program
Objectives Of A Maintenance Program
These are as follows :
1. To ensure the inherent (i.e. designed-in) safety and reliability levels of
the equipment.
2. To restore safety and reliability to their inherent (designed-in) levels
when deterioration has occurred.
3. To obtain the information necessary for the adjustment and optimization
of the maintenance program when these inherent levels are not met.
4. To obtain the information necessary for design improvement of those
items whose inherent reliability proves inadequate.
5. To accomplish these objectives at a minimum total cost, including the
cost of maintenance and the cost of residual failure.
70
This section outlines the main ingredients of a maintenance program
for achieving these five objectives.
Airworthiness Responsibility
Under aviation regulations such as those issued by the FAA,
an airline operator is responsible for all maintenance on it’s
fleet of aircraft.
The airline must have operating specifications for each model
of aircraft flown.
It must adhere to the approved maintenance program
identified in the Ops Spec.
The airline must follow both its own policies and those of the
regulatory authority in carrying out maintenance and
inspection. 71
In some cases, an airline may have another airline or a third
party maintenance organization do some or all of its
maintenance under contract.
However, the airline is responsible for ensuring that any work
done for them by these outside contractors is done to their
own maintenance schedule, standards and requirements, and
is in accordance with the airline’s regulatory authority
requirements.
72
Maintenance Manual
Earlier, we identified the manuals provided by manufacturers and
other vendors of aircraft parts and systems.
These manuals provide of the equipment to be maintained and the
procedures to be used to achieve this maintenance.
This section, however, refers to other areas of concern such as –
 the management and administration of maintenance,
 the procedures for work performance, and
 the procedures for inspection, audit, and analysis of the
maintenance work.
The maintenance manual referred to here is therefore the primary,
all-inclusive document of how the maintenance program will be
conducted, monitored and improved.
73
Maintenance Organization
The FAA states that an airline must have a maintenance
organization -
“that is able to perform, supervise, manage, and amend your
program, manage and guide your maintenance personnel, and
provide the necessary direction to achieve your maintenance
program objectives.”
The essential elements of this organization are as follows :
1. An organization that is capable of doing the work.
2. A Director of Maintenance (or similar title)
responsible for the overall activity (must be suitably
licensed).
74
3. For certain categories of operators, a Chief Inspector (or
similar title).
4. An organization or process to develop and upgrade a
maintenance manual that describes all aspects of the
maintenance program.
5. Supervisory activities to ensure that maintenance is
accomplished in accordance with the airline’s manual.
6. An inspection function for required inspection items (RII)
that is separate from other routine inspection and maintenance
functions.
7. Competent personnel and adequate facilities available for
maintenance to be performed.
8. Procedures to ensure that each aircraft released for service
after maintenance is airworthy and properly maintained. 75
9. Efforts to ensure that the maintenance program remains
effective as conditions change.
10. Management personnel who are qualified and have sufficient
experience and expertise to effectively organize, manage, and
control the maintenance program.
76
Maintenance Schedule
The FAA (for example) requires an airline to have a
maintenance schedule which identifies –
 what maintenance will be done
 how it will be done, and
 when or how often it will be done.
This maintenance schedule is derived from data supplied by
the aircraft manufacturer in various documents delivered with
the aircraft.
In the USA, they are identified in the Maintenance Review
Board (MRB) report which is an FAA approved document.
77
In the USA, they are identified in the Maintenance Review
Board (MRB) report which is an FAA approved document.
tasks are divided into groups based on the suggested interval
– flight hours, flight cycles, or calendar time.
These manufacturer’s documents, however, are only
guidelines.
Each operator is different – different airplane configurations,
operational and environmental conditions.
Therefore, it is an airline responsibility to adjust the initial
MRB schedules to comply with the individual airline needs.
78
Maintenance and Record Keeping
Commercial aircraft are delivered to the airline operator with
a standard airworthiness certificate.
It is the airline’s responsibility to keep that aircraft in
airworthy condition.
To ensure that this happens, the airline is required to keep
accurate records of maintenance.
Failure to keep accurate records can result in substantial fines
or imprisonment for the airline operator.
Two types of record are required – “summary information”
and “airworthiness information.”
79
Contract Maintenance
Although an airline has responsibility for all maintenance on
its aircraft, very often, some, or all, of the maintenance may
be performed under contract with some other airline or some
third party maintenance organization.
Under these circumstances, the airline maintenance program
must include procedures for making sure the work is done
properly.
This means an airline is responsible for providing the outside
maintenance organizations with proper training on its
maintenance procedures.
Also, the airline must make sure that the outside organization
has the personnel, skills, and facilities to do the work required.
80
Continuing Analysis and Surveillance System (CASS)
Airlines need to be able to demonstrate to the relevant
authorities that the maintenance and inspection programs
outlined in the Ops Spec are effective.
This is done by adopting suitable QA programs.
Essentially, CASS is a program to detect and correct
deficiencies in maintenance program effectiveness and
performance.
It looks at possible problem areas, determines the corrective
action required, and tracks the activity afterward to determine
the effectiveness of the correction.
This accomplished through data collection and analysis.
81
Personnel Training
The USA FARs are very brief in stating the training
requirements for aviation maintenance –
airlines should “have a training program to ensure that each
person (including inspection personnel) who determines the
adequacy of work done is fully informed about procedures
and techniques and new equipment in use and is competent to
perform his duties.”
Another part of the FARs provides further elaboration by
discussing the requirements for Aviation Maintenance
Technician Schools.
In these schools, you can earn an airframe and power plant
(A&P) license, but this license does not fully qualify you to
work on the aircraft of a particular airline. 82
The A&P license simply means that the person having the
license is qualified for the job of maintenance mechanic.
In order to be qualified to do the airline’s work, a mechanic
must receive orientation training on the airline’s policy,
procedures, and its equipment configuration.
The airline must validate the mechanic’s skills using the
appropriate testing methods, and must ensure that the
mechanic is up to date in all aspects of the job.
83
Hazardous Materials and Dangerous Goods
Examples include –
 caustic substances dangerous to eyes, skin and lungs,
as well as to metal, fabric, and other materials
 radioactive substances,
 flammable materials,
Safety issues including heavy and unstable loads, set up and
use of scaffolding and stands, working in high places, even
fatigue and other human conditions fall into this area of
concern.
The airline is required to identify these and to provide
employees with the necessary equipment and training on
protection, storage, handling, etc. 84
Summary
Summary
Documentation For Maintenance
 Regulatory Documentation
 Airline Generated Documentation
Requirements of a Maintenance Program

 Objectives of a Maintenance Program
 Airworthiness Responsibility
 Maintenance Manual
 Maintenance Organization
 Maintenance Schedule
 Maintenance and Record Keeping
 Contract Maintenance
 Continuing Analysis and Surveillance System
 Personnel Training
 Hazardous Materials and Dangerous Goods 85
What you need to know for the exam !
 Can you identify the four main types of regulatory documentation
issued by the FAA in the United States ?
 Explain, briefly, the purpose of the following : Federal Aviation
Regulations (FARs), Advisor Circulars, Airworthiness Directives
and Notices Of Proposed Rule Making (NPRMs).
 Provide a brief description of the different types of
documentation generated by airlines.
 What are the five objectives of an aviation maintenance
programme ?
 Explain, briefly, the nature of the different areas relating to
aviation maintenance which contribute to the five objectives of
an aviation maintenance programme.
86
Summary
Summary
Task Oriented Maintenance
 MSG-3 and MSG-2
 A simplified MSG-3 Logic Diagram
 Maintenance Tasks for Airframe Systems
 Maintenance Tasks for Structural Items
 Zonal Maintenance
Aircraft Certification Requirements
Documentation For Maintenance
 Manufacturer’s Documentation
87
What you need to know for the exam !
 Can you briefly describe the main characteristics of the MSG-3
approach to maintenance and how it differs from MSG-2 ?
 Given the simplified logic diagram for MSG-3, could you trace a
particular sequence of questions and arrive at a particular result ?
 Could you identify or briefly describe some or all of the
maintenance tasks identified in the three categories of tasks
developed by the MSG-3 approach ?
 Given a simple schematic diagram of a commercial aircraft,
could you explain what zonal maintenance refers to ?
 If you were given a sample of one of the main certifications
required for commercial aircraft, could you identify the main
items of information they must include ?
 Can you identify and briefly describe 5 different types of
maintenance documentation provided by aircraft manufacturers
88 ?

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Development of Maintenance

Development of Maintenance Programmes

Items that, after analysis, have no scheduled task specified,

The terms ‘Hard-Time’, ‘On-Condition’ and ‘Condition

(7) (8) (9)

Evident Failures – (A) Hidden Failures8 – (B)

Could failure have significant operational impact?

Is lubricating or Is a restoration task to

Is ability to detect Is a discard task to avoid

Cat 5 Only Cat 5 Only

Evaluations are based upon the functional failures and the

Function Functional Failure Failure effects Causes

FAA/EASA require for A/C TC. Based on MGG-3 Method

Maintain Safety, Reliability, Economics

There are three categories of tasks

Failure of structural components due, for example, to metal fatigue.

Each coloured rectangle

Note : An AC may be cancelled, suspended, superceded or revoked34if any

5. Storage and Recovery Document (SRD)

7. Maintenance Planning Data Document (MPD)

• ATA Spec 100

- Hydraulic systems are in ATA Chapter 29

05 TIME LIMITS MAINTENANCE CHECKS 51 STRUCTURES

Boeing Model 737 Series Airplanes

Applicability: All Model 737 series

To prevent an uncommanded rudder

a) mechanic inspection tasks

Requirements of a Maintenance Program

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