Air Carrier Maintenance Program - Case Study Example

Air Carrier Maintenance Program Review August 20, Table of Contents Air Carrier Maintenance Program Review August 20 3 Introduction 3 2. Two Key elements of AC Maintenance Programs 7 3. Conclusions 13 References 14 List of Figures Figure 1.1. Sample Overhaul and replacement schedule (Schafer, 2006, p. 135) 5 Figure 1.2. MSD-2 and MSG-3 Programs (Ackert, 2010, p. 4) 7 Figure 2.1. MRBR Procedures for maintenance training (Ackert, 2010, p. 8) 9 Figure 2.2. Indicative maint costs for aircraft models (Aircraft Commerce, 2012, p. 8) 10 Abstract This document evaluates two important elements of aircraft carrier maintenance, personnel training, and record keeping. The findings indicate that regular training of personnel is essential to help in the maintenance and overhaul complex aircraft systems such as engine, structural, landing gear, and systems. Record keeping is very crucial since FAA makes it mandatory for aircraft carriers to maintain detailed maintenance records; otherwise, the airplane is not given an airworthiness certificate. 1. Introduction Flying machines such as aircraft and helicopters face high failure risks, and these risks include failure of engine, fuel system, structural failure, systems failure, and other types of failures (Kinnison & Siddiqui, 2012, p. 3). To ensure that only air worthy aircraft can fly, The Federal Aviation Administration - FAA, a US government body that oversees commercial aviation safety in US, has provided a number of guidelines and regulations concerning the maintenance and overhaul of all types of aircraft. These are covered under the program continued analysis and surveillance system - CASS. Each aircraft manufacturer provides its own maintenance schedule, the Air Carrier Maintenance Program, for each model of aircraft, and the FAA regulations support these regulations (FAR/AIM, 2012, p. 12-14). This paper examines two important elements of this program, and discusses several important subjects on maintenance. 1.1. Types of maintenance The main types of maintenance are routine and preventive maintenance, and hard-time maintenance. Routine and preventive maintenance involves cleaning, changing the oil, changing filters, and activities, where the full engine and critical components of the engine, propeller, landing, are examined from the outside for any oil leakage, or abnormal sound (Kinnison & Siddiqui, 2012, p. 6). Hard-time maintenance, involves dismantling the engine, landing gear and other critical components, examining important components for excessive wear, scoring or discoloration that would lead to progressive failure, and replacing the components (Crane, 2012, p. 56-57). Many critical components of aircraft have a specified life, measured in flying hours. After an aircraft flies for the designated number of hours called the retirement hours, these components are replaced, even if they are not damaged. Each major part of an aircraft has a unique part number and a service life. Workshops need to maintain a logbook that records the number of hours flown by the machine, the parts serviced, and replaced (Schafer, 2006, p. 131-134). Please refer to the following figure that indicates sample maintenance and overhaul schedule of a Bell 429 GlobalRanger that costs about 5 million USD. Figure 1.1. Sample Overhaul and replacement schedule (Schafer, 2006, p. 135) As seen in the figure, each part has an overhaul schedule specified by the number of flying hours, and a retirement schedule, after which the part is removed, mutilated, and disposed. As an example, the main rotor hubs need an overhaul after 1200 flying hours while the main rotor blade is disposed after 10,000 flying hours. These spares must be replaced, irrespective of their condition, and even if they appear to be airworthy. 1.2. Elements of AC Maintenance Programs Aircraft carrier maintenance procedures came about after the 1950s when flying machines became bigger, and more airplanes saw service for passenger traffic. Regular maintenance is required for three reasons operational, value retention, and regulatory requirements (Allen, 2012, p. 6). To bring in uniform standards for maintenance of aircraft, the Maintenance Steering Group (MSG) was formed, and the group created three successive programs, Maintenance Evaluation and Program Development, called MSG-1, MSG-2, and MSG-3. MSG-2 had some problems and issues, and MSG-3 was released to resolve them (Kinnison and Siddiqui, 2012, p. 23-27). The following figure illustrates the two programs. Figure 1.2. MSD-2 and MSG-3 Programs (Ackert, 2010, p. 4) 2. Two Key elements of AC Maintenance Programs Aircraft maintenance programs cover a number of areas and elements. Some of these elements are development of maintenance programs, engineering, aircraft maintenance management, line maintenance, hangar maintenance, quality control, reliability, record keeping, systems engineering, training, and others. Two programs are selected from these elements and these are record keeping system and personnel training (Kinnison and Siddiqui, 2012, p. 3-8). 2.1. Program 1- Personnel training The element of personnel training is selected for further evaluation, since aircraft maintenance cannot be automated like a manufacturing plant. Technicians and repair crew carry it out manually. A number of diagnostics software and special tools are available; however, the work needs trained technicians, with sufficient experience and judgment. The possibility of aircraft accidents due to faulty maintenance by ill-trained crew is high (Tooley & Wyatt, 2008, p. 34. Aircraft maintenance is a highly specialized work, and only personnel who are certified to maintain specific models of an aircraft, are allowed to repair and maintain them. Since modern aircraft have a high element of electronic, and computer-controlled systems, technicians need adequate training in handling these systems, and in performing computer-based diagnostics. All major aircraft manufacturers provide in-house training at their plant and at the customers premises (Report Number AD-A066-579, 2012, p. 27). However, the maintenance company or department must provide initial training along with competency training for all personnel involved in the training. As per FAA rules, details of their training, and certification must be provided to auditors. Aircraft maintenance of large carriers is usually a teamwork effort. As per the Federal Aviation Administration Advisory Circular 121-22A -Maintenance Review Board Procedures, teams are formed that maintain specific systems and components of an aircraft (FAR/AIM, 2012, p. 17). The following figure illustrates the functions of various groups. Figure 2.1. MRBR Procedures for maintenance training (Ackert, 2010, p. 8) Maintenance of aircraft is done as per a generic maintenance program and a custom program. Generic maintenance program is often a preventive program, also called as letter check program, and these include A-Check, C-Check, and D-Check. A-Check is about inspecting the interior and exterior of an aircraft and it is performed once in two weeks or even monthly for new airplanes. Some tasks that performed include oil and filter change, operational checks, inspections, lubrication, and other maintenance checks (Kinnison & Siddiqui, p. 146-147). The C-Check is carried out once in 12 months, or even earlier, if some parts have neared their retirement schedule. Technicians must be trained in checking and repairing systems checks, cleaning, servicing, and other checks. The D-Check is a heavy maintenance visit and done once in 6 years. The aircraft is grounded for several weeks, and the surface panels are removed, inspected and repaired, engine stripped and dismantled and overhauled, and components replaced. These repairs are expensive; the aircraft carrier incurs high maintenance costs along with the idle time costs spent during the repairs. Hence, it is important that technicians have are well trained, since sloppy work will mean rework or in worst case, lost lives if the aircraft has an accident (Aircraft Commerce, 2012, p. 6). The following figure illustrates indicative maintenance costs for some models for the letter check maintenance. Figure 2.2. Indicative maint costs for aircraft models (Aircraft Commerce, 2012, p. 8) 2.2. Program 2 - Record keeping system Record keeping system is an important part of the maintenance program, and records must be maintained for all repair, inspection, spare parts replacement, and procedures. The reason for selecting this element is because, inspectors and auditors carry out their own tests on the aircraft, and they examine records and documentation, to assess the exactness of maintenance. Any attempts to manipulate the records, falsify information and test data, results in severe penalties, that may even extend to grounding of all aircraft of a carrier (Beck & McLoughlin, 2006, p. 25). Maintenance programs need to be tracked and verified through audits, to certify that all the specified procedures are followed. It is also important that procedures are updated and changes informed to the maintenance teams. All aircraft are subjected to airworthiness tests after a specified number of flying hours. Among the documents needed are the maintenance planning document that gives detailed specifications of the exact steps and activities planned for the maintenance (Tooley & Wyatt, 2007, p. 39). The document has separate sections for different aircraft systems such as structural, engine, undercarriage, systems, and other critical components. These documents are usually in the form of a check sheet where a statement about the work is given, and the inspector ticks off each point or makes comments. Other records that must be maintained include the total time in service of the airframe, installed engine, propeller, and this is given in hours of flying, cycles and landings. The status of each life-limited part such as appliance, propellers, engine components, and airframe must be maintained. The specified life limit in terms of cycles, calendar time, hours, and the time remaining must be given (FAA, 2012, p. 78-79). Other records that must be maintained include Time Since Last Overhaul, Current Inspection Status of the Aircraft, Current Status of Applicable ADs, Current Major Alterations of Each critical component, Airworthiness Release Form and Maintenance Log. In case of problems during the repair, documents such as Service Difficulty Reports, Mechanical Interruption Reports, must be maintained. These records are also needed to claim insurance, or as evidence of the airworthiness in case of an accident (FAA, 2012, p. 80). 2.3. Why these programs work for FAA FAA has very strict approval methods to ensure that the aircraft is maintained as per specifications. In case of any deviations, falsifying records, or forgery, the offender is subject to very strict penalties that can include suspension of license and imprisonment (Report Number AD-A066-579, 2012, p. 13). 2.4. Do these programs fit the agenda of FAA FAA has the objective and agenda to provide for safe flying, and adequate maintenance programs is the first step to meet the objectives. The body also has other programs such as passenger safety, security of airport, safety of flight path and flying conditions, anti terror measures. All these programs help FAA to secure the safety of passengers and aircraft (FAA, 2012, p. 7). 2.5. Difference between Maintenance and Inspection Maintenance and inspection are complimentary, and while the actual activity of repair, parts replacement, testing, and other activities are carried out during maintenance, inspection ensures that the work is checked and certified for safety and efficiency. The technicians also carry out some amount of inspection when they examine the aircraft and parts, to decide if they are worn out and need replacement. However, inspection is a different function and inspectors are specific roles, who check the completed work for quality assurance and reliability. Sign off from the inspector is essential to declare an aircraft as airworthy and fit to fly (Kinnison. & Siddiqui, 2012, p. 197). 3. Conclusions The paper discussed the importance of aircraft maintenance, and examined two elements in aircraft maintenance, training and record keeping. Details of these elements, their importance, and the activity that goes into completing each element were evaluated. References Ackert, S. P., 2010. Basics of Aircraft Maintenance Programs for Financiers. Retrieved 20 August 2014 from http://www.aircraftmonitor.com/uploads/1/5/9/9/15993320/basics_of_aircraft_maintenance_programs_for_financiers___v1.pdf Aircraft Commerce, (2012). The Relationship Between an Engine’s Value and it’s Maintenance Status. Aircraft Commerce, 35 (June/July), pp 5-9 Allen, J. M., (2012). Air Carrier Maintenance Programs. Retrieved 20 August 2014 from http://www.faa.gov/documentLibrary/media/Advisory_Circular/AC%20120-16F.pdf Beck, J & McLoughlin, B. (2006). Boeing – AeroMagazine Maintenance Program Enhancements. Quarter 04, pp 24-27. Crane, D., (2012). Aviation Mechanic Handbook: The Aviation Standard, Sixth Edition. NY: Aviation Supplies and Academics, Inc. Dingle, L. & Tooley, M., (2005). Aircraft Engineering Principles. NY: Taylor & Francis. FAA, 2012. Aviation Maintenance Technician Handbook—Powerplant: FAA-H-8083-32 Volume 1 / Volume 2. VA: Aviation Supplies and Academics, Inc. FAR/AIM, (2012). FAR/AMT 2013: Federal Aviation Regulations for Aviation Maintenance Technicians. NY: Aviation Supplies and Academics, Inc. Kinnison, H. & Siddiqui, T., (2012). Aviation Maintenance Management, Second Edition. London: McGraw-Hill Professional. Report Number AD-A066-579, (2012). Reliability-Centered Maintenance. U.S. Department of Commerce, National Technical Information Service, Alexandria. Schafer, J., (2006). Helicopter Maintenance (Aviation Technician Training Course-JS312642). CA: Aviation Maintenance Publications. Tooley, M. & Wyatt, D., (2007). Aircraft Communications and Navigation Systems: Principles, Maintenance and Operation. NY: Routledge. Read More