Aircraft Maintenance Management
2.1. Part 145 Maintenance Organization. 3
2.1.2. Company Supplied Tooling. 3
2.3. Part 147 Training Organization Requirements. 4
Abstract
The knowledge of aircraft maintenance management is vital so as to acquire an understanding of the aircraft’s maintenance status and get to know the issues related to leasing and buying of facilities. This paper looks to give a description and analysis of the use of legislation, maintenance planning and delivery in the most effective way in a cost effective manner. Additionally will give focus on processes and common practices in the commercial aircraft operation.
Aircraft Maintenance Management
1. Introduction
Aircraft maintenance is an important aspect in making sure there is safety and efficiency in the flights. A number of factors like human factors, and legislative factors among others affect aircraft and it is vital that they all work as one to make sure that the aircrafts are well maintained. A great number of accidents that arise are attributed to human error as the aircrafts are highly maintained (Ibus, 2009 12). So as to ensure that accidents do not occur, the staff have to be well trained and hence acquire a license from FAA. The maintenance involves error management, and flight deck design among others.
Issues like increase in costs and a drop in profit margins may have bad impact on the ability to maintain the right levels of safety performance. Precisely, the issues are based on the discrepancy managerial strategies of the airline executives in terms of performance of the aircraft maintenance. The researcher is made to detect and compute the discretionary methods bound to affect the level of maintenance (Boško Rašuo, Gradimir Ðuknic, 2013, 344). Additionally, after a number of methods are noted, there are several research issues of getting to know the strategies that are more useful.
Studies show that airline safety has not dropped since deregulation. They have made use of accident and passenger fatality rates to evaluate is airline safety performance has dropped after deregulation. This is assessed with regard to the efficiency trends in a period of time in the airlines. The area of interest is the connection between maintenance expenditure issuance method and rate of scheduled flight arrivals delayed due to mechanical issues. This gives an opportunity for several data set to be acquired and assessed.
2. Legislation
The European Union legislation has transformed the licensing policies and will go on to affect the present license holders. The European Regulation (EASA) and the sublevel regulations are connected in the UK law and overrides national aviation legislation.
The European Aviation Safety Agency (EASA) came into force to apply the new European aviation regulations and policies and in other instances. To apply the regulations directly. The legislation follows most of the aircrafts in Europe. The encompass pilots, operators, designers, manufacturers and the staff who maintain them.
2.1. Part 145 Maintenance Organization
This is divided into two parts, the control of the company and the individual control of personal tooling.
2.1.1. Safety
Better tool control is vital tool to safeguard any tool that may lead to obstruction, or restrict any damage. The tools ought to be assessed for serviceability and operators ought to be well trained to safeguard damage of aircraft and staff. The staff have to be known where they are located.
Servicing undertaken like progressive servicing is necessary for aircraft readiness. Here, progressive maintenance is undertaken in short time intervals when required (Ibus, 2009, 34). This to the military aircraft ensured readiness, opportunity maintenance and connects to the actual need. Additionally, there is equalized servicing where maintenance is done specific time periods according to the manufacturer’s recommendation.
2.1.2. Company Supplied Tooling
Tooling is managed to ensure safe storage of records. This include information of who is issued with tools, aircraft used and where the tools are kept. This is to ensure that no tool is left at any point in time. They are stored in kits or shadow boards and have serial numbers on them. A list is kept of calibration and if un-calibrated they ought to be labelled. Regular audits are done to ensure that all of the tools are in good state (Al-kaabi, Potter, and Naim, 2007, 28). This in the military aircraft is the work of the operator who checks the tools over a given time period into specific work packages.
2.1.3. Personal Tool Kits
This has to comprise the complete list for all checks to be made and submitted to service. After a shift has been completed, a check is done of all the tools available. This aims to safeguard any tools from being left in the aircraft. Shadow boarding and a list can be applied in the best manner through assessing the tools applied. There is additionally a new instruction in an aircraft where all personal tool ought to be inscribed using their owners initials (Mathaisel, D.F.X., 2005, 623). This aims to build a sense of accountability for all tools used and owned and keep track of tools from getting lost. Those tools that need calibration ought to be calibrated and assessed to make sure of their serviceability. Additionally, all of the staff ought to make sure that their tools are clean and in a serviceable state.
This in the military aircraft program are, for instance, labelled as ‘out of phase’ where they are restricted from use of equalized checks (Al-kaabi, Potter, and Naim, 2007, 41). These tasks do not have inspection though they are undertaken in relation to a certain task, tasks that relate to aircraft flying time and scheduled tasks that are related to calendar time. It is until this tool is satisfied that they can be used.
2.2. Part 66
The part 66 aviation guidelines describe the state in which a maintenance expert is supposed to release an aircraft to service after undergoing maintenance. The state needed are described by a limited education need (leaving certificates, and language among others) in addition to qualifications for aircraft or certain duties.
This part was based on JAR model and needed training level which applied the ATA 104 system. It is comprised of 3 sections:
Category A (Line Maintenance Mechanic) licensing for this category, task training, and company certification for certain tasks (Ibus, 2009, 34). Category allows one with the certificates to be able to service an aircraft with minor schedule line maintenance and minor issues in the frame of tasks stated. This is bound for a holder of part 145.
Category B1 (Line Maintenance Expert) this allows a person to service an aircraft following maintenance like structure, power plant an electrical systems. Undertakes replacement process to show their serviceability. This requires a pre-requisite of part A.
Category C (Base Maintenance Expert) here a person is issued with a certificate following a base maintenance on an aircraft.
2.3. Part 147 Training Organization Requirements
This section entails the requirements for setting up a school for training candidates. The approved training organizations are approved to offer training and undertake assessments at locations stated in the terms of approval and to allocate certificates of recognition (Ibus, 2009, 35). This section is connected to part 66.
2.4. Part 21
This part is categorized into two sections with a presentation of the requirements for certifications of aircraft and other connected products, facilities and tools as well as design and production companies (Ibus, 2009, 35). There is subpart J that is based on design organization approval and subpart G that deals with organization approval.
2.5. CS-25
This deals with regulation handling large aeroplanes. The regulations stated in this section are approved by CASA. Additionally, CASA can suspend or object an approval if the request could infringe on the safety of an aeroplane.
3. Air Operator Certificate (AOC)
This is a certificate that allows an operator to undertake precise commercial air transport operations. Before practicing commercial air operations, the operator will apply to acquire air operator certificate that is provided by a recognized body. He or she will not operate an aircraft for the objective of commercial air transit on the contrary than in line with the stated elements of an Air Operator Certificate. The AOC comprises; the name and location of the operator, the date provided and its validity, the mode of operations authorized, type of aircraft, region to operate, limitations and special approvals. This could be termed to as EASA Airworthiness Certification are documents that contain all of the regulations and policies (Cheung, A., Ip, W.H. and Lu, D., 2005a, 349). They are Acceptable Means of Compliance (AMC) for certain areas.
When the certificate is provided, it follows an analysis by authorized bodies, the authorized can undertake maintenance of aircraft alongside a schedule and any alterations or analysis that is vital according to CAA. This applies the considerations of CRS.
4. Maintenance Planning Document (MPD)
This report shows the minimum scheduled maintenance/ inspection requirements to be applied in the advancement of an approved continuous airworthiness program. The Maintenance Planning Document comprises of all the Maintenance Review Board (MRB) requirements in addition to scheduled maintenance needs that may be altered with the consent of applicable airworthiness body (Cheung, Ip, Lu, and Lai, 2005b, 110).
This plan describes the changing maintenance concepts, plans and requirements for equipment maintenance for a model. It depends to a great extent on the reliability based on design need and logistic support analysis.
4.1. Reliability
The aircraft system reliability will be assessed using LTM. This asses the optimal reliability performance attribute of the aircraft system. The goal is to know the planned reliability and ILS model for the maintenance plan element.
The mean time between maintenance measures the mean time of unscheduled on-equipment maintenance actions brought about by design or manufacturing defects with period placed in aircraft flying hours (Cheung, Ip, Lu, and Lai, 2005b, 109). This measure comprises of the scheduled maintenance, time in flying hours and maintenance actions.
The plan makes use of the equalized maintenance program so as to limit the down time of the operators to combine the maintenance checks in a period of time into a certain number of work packages. The equalized program comprises of 5000 flying hours and 2 years operation. Where some are controlled by calendar intervals in the ‘Out of Phase’ section while others are scheduled for restoration and found in the appropriate check point (Cheung, Ip, and Lu, 2005a, 350). The tasks that are managed by landing are included in the Flying Hour Limitation based on yearly utilization of 1800 Flying hours per year and 2200 landings at the same time period.
4.2. Programme
The programme comprises of –
‘A’ checks a 125 hour intervals which have the ability to be done as Line Maintenance checks. An ‘A’ check is done when an equalized check has been finished.
‘E’ checks at 250 hour intervals. There are done Base Maintenance checks requiring more servicing tools. There are 10 “E2” checks in a period of 2500 hours and are noted as “E1”, “E2” among others. This goes on for the second cycle and so on.
In the ‘out of phase’ it is found in the overall maintenance programme where the inspection ‘not exceeded’ are precluded from equalized checks. A separate part is hence offered of ‘out of phase’ checks to be met at the closest “E” check to their stated inspection period.
4.3. Maintainability
Direct maintenance man-hours per flight hour is used to measure the maintenance hours for every flight in an hour needed to meet the maintenance of the system. It comprises:
- Management through repair period, detection ability, and isolation period. Failure rate, staff needed and training.
- Maintenance man-hours for the scheduled and unscheduled maintenance that arise due to operations.
- Time in hours for every flight.
According to the aircraft, the maintenance may vary with regard to unforeseen issues by the operator or organization. This decision is bent on the Chief Inspector/ Quality Manager in place of the organization (Senevi, 2012, 432). The details of the variation will be entered in the relevant log books.
As for the items controlled by flying hours the period ranges from 500 flying hours or less and over 5000 flying hours which has a variation of 10% and 500 flying hours respectively. While the items controlled by calendar time have relative maximum variation of the stated period.
5. Maintenance Management
The maintenance of an aircraft offers a safe and reliable use. The maintenance process comprises of repair, and overhaul of sorting mechanical and electrical issues. Additionally, it involves constant checks that ensure the device works properly or safeguard issues from arising. The steps taken comprise of technical, related administrative, managerial and supervisory operations.
The maintenance work comprise of preventive maintenance where the facilities are kept in good condition prior to breakdown (J. Goglia et al 2013, 23). It is most effective in safeguarding age-related issues. In corrective maintenance, the tool is maintained after it has failed and reliability-based maintenance ensures the tools undertake their duties as required.
The maintenance at the operation level aims to keep the aircraft and facilities at their optimum level while elevating local maintenance actions. This comprise of line operations like inspections, servicing, and handling among others as well as constant inspections. This require high level staff to undertake the technological and financial operations as well as effective management.
Aircraft maintenance management comprises of planning, organization, staffing, leading, control, time management and motivation in addition to performance (J. Goglia et al 2013, 27). The advancement of new methods regarding the aircraft maintenance has to be based on attributes of management control. Good management provides advantages in terms of safety, effective use of resources and meeting the stated flight goals.
6. Quality system
This is a company model with the task, process and resources that applies a management duty and enforces quality principles. It comprises of quality assurance and control. Regulations like the EASA Part 145 calls upon companies to apply and maintain quality assurance programs (Mathaisel, 2005, 623). This aims to safeguard secure operational tendencies with airworthy aircraft.
Quality is vital in the aviation quality systems as it aims ti ensure a safe and reliable system. The effectiveness of the quality measures is reliant on maintaining and assurance of quality as applicable in commercial aviation. Additionally, it can be used to assess client satisfaction and performance of the system.
Aircraft maintenance has to be undertaken in regard to the applicable Original Equipment Maker (OEM) maintenance manual and back up OEM procedures for repairs (Mathaisel, 2005, 625). The absence of this guidance calls for MIL-STD operation in regard to certification of the aircraft. The standard process will be vital if no other documents are present. On the whole, a quality and safety measure is acquired through quality assurance. This calls for educated staff and companies with vast experience in aircraft maintenance.
7. Budget
Aircraft maintenance takes up a huge chunk of the operating budget for a commercial aircraft. Taking into consideration that aircraft is done is extreme conditions, it is important to undertake sufficient analysis, safeguard damage and protect the value of the aircraft.
The budget is based on a number of issues;
- The market value of the maintenance: This has been affected by the varying of the economy that has led to some companies expect low maintenance costs for aircrafts (Haiqiao et al, 2004, 15). To acquire this, one would have to acquire past records of inspection cost.
- Comparison of the quoted costs vs the outdoor costs: this offers details on what services are added in the price. A keen analysis will offer a financial expert with the best cost for the aircraft company.
- Assess the quality of labor rates: poor rates of labor tends to project the absence of technician experience. By taking high labor rates efficiency will be on the better side and lead to savings and quality.
- Cut costs in some places: scheduling inspection that are done prior to their time will be of use as it saves on time and money by 20%. This gives the operators a chance to cut cost while ensuring quality is maintained. Additionally, it secures labor for the aircraft while extended time gives vendors time to increase cost to equal the busy schedule and added downtime.
The budget will be undertaken with regard to consolidated financial statements that are aligned to global financial reporting standards. Statements provided are done with regard to past cost convention except the ones computed at fair value.
The budget would comprise of operating assumptions done so as to settle on leasing the aircrafts or buy them using export credit guarantee (Haiqiao et al, 2004, 17). This adds to the profit and loss trend for stated period that is provided in the consolidated income statement.it offers a balance of revenues and expenses. This creates a genuine over view of the trading process in a specific year.
The consolidated cash flow statement offers the aircraft company with records of the inflows and outflows in a specific financial period. Which leads to the balance sheet that states the financial state of the airline.
The maintenance ought to be seen as cost of the corporate user. The cost spent on maintenance can be reduced by tracking warranties in parts that are spoilt prior to the end of its warranty period, while exchanging parts of the aircraft for minor credit leans to new price and use of FedEX/UPS is cheaper as it does not include cost of inventory (Boško Rašuo, Gradimir Ðuknic, 2013, 345). Through proper planning the airline maintenance management budget could be much affordable for the organization.
8. Conclusion
Aircraft maintenance management is focused on ensuring safety and efficiency of flights. There are varied factors that affect this ranging from experience, cost, planning and management processes. It hence vital to ensure a connection of all these factors. For effective aircraft operation, the staff have to be well trained and be certified by the relevant bodies through this they will be licensed to undertake precise operations in aircraft maintenance.
The airline industry has to be well aware the aircraft maintenance is all inclusive of the staff and mechanical aspect. The human aspect comprise the acquisition of details on physical aspects, capabilities and limitations and using them in machines and operations to offer a comfortable setting that is safe. The relation between the human factors, mechanical aspects ad budget offer effective ways to change the knowledge to practice policies, operations or designs. This would lead to improved performance of staff and company as a whole.
Bibliography
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Haiqiao Wu, Yi Liu, Yunliang Ding, Jia Liu, 2004. “Methods to reduce direct maintenance costs for commercial aircraft”. Aircraft Engineering and Aerospace Technology, 76 (1), pp.15 – 18.
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