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8/3/2019 Maintenance Management 2
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Maintenance management By m.shahbazi 4/18/2011
١
In the name of GOD
Part 1
Maintenance Management
٢
Maintenance Management
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Maintenance:
1. means any one or combination of overhaul, repair,
inspection, replacement, modification or defect
rectification of an aircraft or component, with the
exception of pre-flight inspection;(EASA definition)
pre-flight inspection: means the inspection carried out
before flight to ensure that the aircraft is fit for the
intended flight.
Def in i t ion
٤
Maintenance:
2. Means the performance of tasks required to ensure the
continuing airworthiness of an aircraft, including any
one or combination of overhaul, inspection,
replacement, defect rectification, and the embodiment of
a modification or repair.(ICAO-Annex 6/8)
3. Means the set of action including inspection, servicing,
and determination of condition required to achieve a
derived outcome which restore an A/C part and
equipment in serviceable condition.
Def in i t ion
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Repair:
The restoration of an aeronautical product to an airworthy
condition as defined by the appropriate airworthiness
requirements.
Maintenance Management:
Administrative, financial, and technical framework forassessing and planning maintenance operations on a
scheduled basis.
Def in i t ion
٦
MPD : Maintenance Planning Data Document
is the basis for the initial recommended maintenance
programme for newly certified aircraft;
continuing airworthiness maintenance information sometimes
issued as a maintenance planning document.
Def in i t ion
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Maintenance programme:
A document which describes the specific scheduled
maintenance tasks and their frequency of completion and
related procedures, such as a reliability programme,
necessary for the safe operation of those aircraft to which
it applies.
Def in i t ion
٨
Cert i f i c at ion Maintenanc e Requi rement
(CMR) :
Maintenance that is required by design to help show
compliance with the appropriate type certification
requirements by detecting the presence of, and therebylimiting the exposure time to, a significant latent failure.
Where the maintenance tasks result from a system safety
analysis, they are usually known as CMRs.
Latent failure : A failure that is not detected and/or
enunciated when it occurs.
Def in i t ion
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Cert i f i c at ion Maintenanc e Requi rement
(CMR) :
Maintenance that is required by design to help show
compliance with the appropriate type certification
requirements by detecting the presence of, and thereby
limiting the exposure time to, a significant latent failure.
Where the maintenance tasks result from a system safety
analysis, they are usually known as CMRs.
Latent failure : A failure that is not detected and/or
enunciated when it occurs.
Def in i t ion
١٠
Cert i f i c at ion Maintenanc e Requi rement
(CMR) :
It should be noted that some CMRs require the
performance of certain flight crew procedures. When
included in a CMR, these procedures are mandatory
and should be shown as such in the flight manual or
equivalent document.
It is likely that future design developments will limit the
use of CMR to maintenance tasks
Def in i t ion
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Cert i f i c at ion Maintenanc e Requi rement
(CMR) :
For aircraft with aeroplane maintenance manuals
formatted in accordance with Air Transport Association of
America Specification 2200 (ATA 2200), formerly
Specification 100 (ATA-100), CMRs can be included
in Chapter 5 but are sometimes contained in the
appropriate section of the ATA 100 maintenance planningdata document (MPD) or in a separate airworthiness
limitations manual.
Def in i t ion
١٢
Airworthiness Limitations :
structural life limits associated with fatigue
requirements for structures. ( specially for helicopter)
Def in i t ion
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Instructions for continued airworthiness (ICA):
Instructions for continued airworthiness (ICA) are
developed by the design approval holder and some of
these instructions are approved by the State of Design
They provide guidance to the operator about what is
necessary to maintain the airworthiness of the aircraft,
engine, or propeller, including incorporated
modifications or repairs, over time.
They provide documentation of necessary methods,
inspections, processes, and procedures
Def in i t ion
١٤
Instructions for continued airworthiness (ICA):
These instructions are distributed in two categories
depending on the compliance requirements:
1. maintenance requirements that have been specified
as mandatory in the approval of the type design and,
2. those for which compliance is recommended
Def in i t ion
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Instructions for continued airworthiness (ICA):
The ICA may include sections on airworthiness
limitations, certification maintenance requirements
(CMR), maintenance instructions, engine and, if
applicable, propeller maintenance, component
maintenance, system wiring diagrams, and non-destructive
test and inspection. A cross-check should be conducted
to ensure that ICA elements required by the relevant
airworthiness code are addressed in the aircraft
documentation.
Def in i t ion
١٦
Availability
Availability is a measure of the degree to which an item is
in an operable state and can be committed at the start of a
mission when the mission is called for at an unknown
(random) point in time. Availability as measured by the
user is a function of how often failures occur andcorrective maintenance is required, how often preventative
maintenance is performed, how quickly indicated failures
can be isolated and repaired, how quickly preventive
maintenance tasks can be performed, and how long
logistics support delays contribute to down time.
Def in i t ion
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Maintainability
Maintainability is the ability of an item to be retained in,
or restored to, a specified condition when maintenance is
performed by personnel having specified skill levels, using
prescribed procedures and resources, at each prescribed
level of maintenance and repair.
Def in i t ion
١٨
Reliability
The probability that an item will perform its intended
function without failure under stated conditions for
specified period of time.
Reliability is divided into:
1. mission reliability and
2. logistics reliability.
Def in i t ion
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Maintenance release.
A document which contains a certification confirming that
the maintenance work to which it relates has been
completed in a satisfactory manner, either in accordance
with the approved data and the procedures described in the
maintenance organization’s procedures manual or under
an equivalent system.(CRS=Certificate of Release to
Service)
Def in i t ion
٢٠
1. Reactive maintenance
2. Preventive maintenance
3. Predictive maintenance
4. Total productive maintenance
5. Reliability-centered maintenance
Type o f ma in t enance
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1. Reactive Maintenance( corrective maintenance)
Is any maintenance activity which is required to correct a
failure that has occurred or is the process of occurring.
Reactive maintenance involves all unscheduled actions performed
as a result of system or product failure. Basically, it is an attempt
to restore the system/product to a specified condition.
Type o f ma in t enance
٢٢
1. Reactive Maintenance:
Reactive Maintenance consist of
1. failure identification,
2. localization and isolation,3. disassembly,
4. item removal and replacement or repair in place,
5. reassembly, and
6. checkout and condition verification
Type o f ma in t enance
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2. Preventive maintenance
Is maintenance, including tests, measurement,
adjustment, and parts replacement, performed
specifically to prevent faults from occurring.
the prevention of equipment breakdowns before they
happen.
Type o f ma in t enance
Periodic maintenance
٢٤
2. Preventive maintenance
Typical preventive maintenance activities include:
1. periodic inspections( schedule maintenance),
2. critical item replacements, and
3. servicing and cleaning, and
4. calibrations.
Type o f ma in t enance
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2. Preventive maintenance
Periodic maintenance (TBM)
Time Based Maintenance (TBM) or scheduled
maintenance consist of periodically inspection,
servicing and cleaning equipment and replacing partsto prevent sudden failure and process problems.
Type o f ma in t enance
٢٦
2. Preventive maintenance
benefits of preventive maintenance :
1. Safety,
2. Lower cost,3. Reduction in failures and breakdowns,
4. Extension of equipment life,
5. Increased equipment reliability,
6. Fewer surprises,
7. Reduced overall maintenance
8. Etc.
Type o f ma in t enance
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3. Predictive maintenance (CBM)
Condition Based Maintenance (CBM) is a method in
which the service life of important part is predicted based
on inspection or diagnosis, in order to use the parts to the
limit of their service life.
Type o f ma in t enance
٢٨
4. Total productive maintenance
Total Productive Maintenance (TPM) is preventive
maintenance plus continuing efforts to adapt, modify, and
refine equipment to increase flexibility, reduce materialhandling, and promote continuous flows.
It is operator-oriented maintenance with the
involvement of all qualified employees in all
maintenance activities.
Developed in Japan, TPM places a high value on teamwork,
consensus building, and continuous improvement.
Type o f ma in t enance
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4. Total productive maintenance
TPM means total employee involvement, total equipment
effectiveness, and a total maintenance delivery system. In
order to achieve this, machine operators must share the
preventive maintenance efforts, assist mechanics with
repairs when equipment is down, and work on equipment
and process improvements within team activities.
Methodology designed to ensure that every machine in a
production process always performs its required task and
its output rate is never disrupted
Type o f ma in t enance
٣٠
4. Total productive maintenance
TPM has been described as preventive maintenance with
these three factors added:
1. involving machine operators in preliminary
maintenance activities by encouraging them to keep
machines clean and well lubricated;
2. encouraging operators to report indications of
incipient distress to the maintenance department; and
3. establishing a maintenance education and training
program.
Type o f ma in t enance
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Type o f ma in t enance
٣٢
Type o f ma in t enance
5S for TPM
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5. Reliability-centered maintenance
It has been assumed that preventive maintenance
programs help to ensure reliability and safety of
equipment and machinery. However, tests performed by
airlines in the mid-1960s showed that scheduled overhaul
of complex equipment had little or no positive effect on
the reliability of the equipment in service.
These tests revealed the need for a new concept of preventive maintenance, which later became known as
reliability-centered maintenance (RCM).
Type o f ma in t enance
٣٤
5. Reliability-centered maintenance
the RCM process can be considered as three separate but
associated analyses:
1. failure mode and effects analysis,
2. consequence analysis, and
3. task analysis.
These analyses consider the specific characteristics and
consequences of a failure and attempt to arrive at the
optimal solution based on this information.
Type o f ma in t enance
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Phase I (unto 1958)
Hard-Time maintenance concept (HT) :
Failures caused by wear out.
Discard or full overhaul of all aircraft parts at specified
interval.
Disadvantage:
High maintenance cost.
Low availability of aircraft.
Ai rc ra f t m a in tenanc e his to ry
٣٦
Phase II (1958-1968)
Draw-backs of hard time concept unacceptable.
On condition maintenance (OC) :
Periodic inspections or Checks to verify system orcomponent function against prescribed standards.
Reliability programs:
Determine optimal overhaul/inspection or test life .
Keep Failure rate below a predetermined level.
Ai rc ra f t m a in tenanc e his to ry
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On Condition:
Repetitive inspections, or tests to determine the condition
of units or systems or portions of structure maintenance
This is also a preventive primary maintenance process that
requires a system, component, or appliance be inspected
periodically or checked against some appropriate physical
standard to determine if it can continue in service.
The standard ensures that the unit is removed from service
before failure during normal operation. These standards
may be adjusted based on operating experience or tests, as
appropriate, in accordance with a carrier’s approved
reliability program or maintenance manual.
Ai rc ra f t m a in tenanc e his to ry
٣٨
Phase III (1968-1980)
Start with the development of the jet airliners in late 1960s.
Maintenance Steering Group (MSG)-ATA taskforce :
Condition Monitoring (CM):
Failure rate for components with a random failure
behavior can not be control by schedule maintenance .
Do not assign scheduled maintenance for such component
but control reliability .
Ai rc ra f t m a in tenanc e his to ry
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Phase III (1968-1980)
Condition Monitoring (CM):
from the continuing analysis of the reliability program
results some surprising conclusions were drawn.
It appeared that there is a category of system and
powerplant components for which the failure rate could
not be influenced by whatever amount of hart-time or on-
condition maintenance.
These components had a random failure behavior on
which maintenance has no effect. even deleting schedule
maintenance would therefore not affect reliability of
component, system and aircraft.
Ai rc ra f t m a in tenanc e his to ry
٤٠
Phase III (1968-1980)
Condition Monitoring (CM):
This lead to the introduction of the Condition Monitoring.
This philosophy was first in the development of the
maintenance program for the boeing 747 aircraft. A joint airline/manufacturer taskforce called Maintenance
String Group (MSG) developed a decision logic to
initially determine which of the 3 processes was
applicable to a certain system or component.
HT or OC or CM ?
Ai rc ra f t m a in tenanc e his to ry
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Condition Monitoring:
This is a primary non-preventative maintenance process. Items
classified in this process are permitted to fly-to-failure without
a plan for removal. Therefore,
safety related items are not eligible for condition monitoring
classification. Items classified in the condition monitoring
process do not have an adverse relationship between age and
reliability. For items that have neither hard time limits nor on
condition maintenance as their primary maintenance process.Condition monitoring is accomplished by appropriate means
available to an operator for finding and resolving problem
areas. These means range from notices of unusual problems to
special analysis of unit performance
Ai rc ra f t m a in tenanc e his to ry
٤٢
Phase III (1968-1980)
To extend the hard time intervals a lot of reliability
analyses were performed
These data present 6 basic patterns for Age-Reliabilityrelationship.
From the 6 curve can be concluded that 11% (1,3,5)
might benefit from a limit on operating Age.
89% cannot benefit from such a limit.
Ai rc ra f t m a in tenanc e his to ry
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Ai rc ra f t m a in tenanc e his to ry
4%
5%
2%
7%
14%
68%
٤٤
Phase III (1968-1980)
MSG-1 Document-1968
Analyses system for B-747 MP.
MSG-2 Document-1970 Not aircraft type related
Component level (bottom-up approach)
Maintenance process oriented
Ai rc ra f t m a in tenanc e his to ry
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Phase IV (1980)
MSG-3 Document-1980
System level (top-down approach).
Maintenance task oriented.
MSG-3 Revisions
Ai rc ra f t m a in tenanc e his to ry
٤٦
Note:
units may be subject to control by two or even all three of
the primary processes.
The basic engine has characteristics that involve all three
primary maintenance processes
Programs that control engine major overhaul intervals
consider the engine as a hard-time unit.
Programs controlling shop maintenance to a
"conditional“ standard (restoration, etc.,) may classify
the engine as on-condition or as condition-monitoring
depending on the characteristics of the program
Ai rc ra f t m a in tenanc e his to ry
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MSG-1:
The decision logic and analysis procedures were
contained in a document entitled
“Airline/Manufacturer Maintenance Program Plan
Document” refer to as MSG-1.
These procedures were used by the aviation industry and
the State of Design’s regulatory authority to develop
initial minimum maintenance recommendations for the
B-747 aeroplanes.
MSG-1,2,3
٤٨
MSG-2:
Through experience gained from this logic, procedures
were updated to produce a universal document which
could be applied to future newly certificated
aeroplanes. This effort resulted in the MSG-2 document.
The MSG-2 logic was used to develop initial minimum
maintenance procedures during the 1970s.
MSG-1,2,3
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MSG-3:
In 1980, with the combined efforts of aeroplane and
engine manufacturers, airlines, aviation interest groups
and regulatory authorities worldwide, new decision
logic and analysis procedures were generated in a
document called MSG-3 .
Then, in light of the experience gained in using MSG-3
analysis on a number of aeroplanes, industry issued
several revisions to MSG-3
MSG-1,2,3
٥٠
MSG-3R1:
In 1987, the airline industry decided that the benefits of
the experience gained from using MSG-3 should be used
to improve the document for future applications. This
document revised the “Inspection” definitions andremoved “Operating Crew Monitoring” tasks, as well as
limiting what was then considered to be “Normal Duties”
for flight crew.
MSG-1,2,3
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MSG-3R2:
In 1993, Revision 2 was incorporated. It included; a
requirement for a Corrosion Prevention and Control
Program (CPCP), more revised inspection definitions,
new procedures to ensure tasks and intervals reflected an
aircraft’s type certificated operating capabilities and tasks,
to ensure compliance with Type Certification
requirements.
MSG-1,2,3
٥٢
MSG-3 R2001.1. In 2001 MSG was revised. The revision
again changed inspection definitions, e.g.: it limited the
distance and added the use of a mirror to the “General
Visual Inspection”, incorporated new guidance on
operating crew “normal duties” when determining if a
functional failure is evident, expanded wording on hiddenfunctions of safety/emergency equipment, and
incorporated “enhanced zonal analysis”. It also
incorporated analysis for Lightning and High Intensity
Radiated Fields (L/HIRF), and added new terms to the
glossary to bring the document into closer alignment with
reliability centred maintenance criteria.
MSG-1,2,3
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MSG-3 R2002.1.
In 2002, MSG was revised. It emphasized the importance
of recording any and all assumptions made during
analysis, added a procedure for Fault-Tolerant analysis,
added an explanation on the use of the MMEL when
answering system analysis level 1, question 4, clarified the
definition of General Visual Inspection (GVI), and added
a glossary.
MSG-3 R2003.1.
In 2003, MSG was again amended to clarify processes
with respect to Fault Tolerant Systems.
MSG-1,2,3
٥٤
the maintenance review board (MRB) process used during
the development of an initial scheduled maintenance
programme,
usually done for derivative or newly certificated large
aeroplanes as appropriate.
The primary purpose of the MRB process is to assist
the design organization and the operator in
establishing an initial approved maintenance
programme for aeroplanes and the regulatory authority
in approving that programme.
MRB
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Working groups (WGs).
1. One or more WGs, consisting of specialists from
participating operators, design organizations and
regulatory authorities, may also be formed to
develop initial minimum maintenance
requirements for new or derivative aeroplanes.
The ISC ensures that applicable supporting
technical data and analysis are provided to the WG.
MRB
٥٨
The MRB Report becomes the basis for the first issue of
an operator’s initial maintenance programme.
Adjustments may be necessary to address
operational or environmental conditions unique to that
operator.
Through operator experience, and with regulatoryapproval, additional changes to the maintenance
programme may be made by the operator in order
to maintain a safe and efficient maintenance
programme.
MRB Repo rt
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Ai rc ra f t m a in tenanc e his to ry
٦٠
Any Question?