The document discusses the 3M Planned Maintenance System used by the Navy to manage shipboard maintenance. It describes the roles and responsibilities of personnel involved in 3M at different levels of the chain of command. It also explains the purpose and components of 3M, including Maintenance Requirement Cards, Equipment Guide Lists, feedback reports, and the workcenter PMS manual. The 3M system is designed to standardize, efficiently plan and track maintenance tasks.
The document outlines the various types of documentation required for an aircraft maintenance program. It discusses preventative maintenance types including servicing, scheduled maintenance, condition-based maintenance, and out-of-phase maintenance. It also lists the regulatory, manufacturer's, airline generated, and ATA documentation standards that maintenance programs must adhere to. Key manufacturer's documentation includes the airplane maintenance manual, component maintenance manual, and illustrated parts catalog.
This document provides an overview of airworthiness directives, service bulletins, and maintenance requirements for aircraft. It defines airworthiness directives as legally enforceable regulations issued by the FAA to correct an unsafe condition. Service bulletins are notices from manufacturers about product improvements. The document outlines required inspections, owner responsibilities, and record keeping duties. It also explains how to find current airworthiness directives and service bulletins on the FAA and manufacturer websites.
The document discusses the development of Instructions for Continuing Airworthiness (ICA) and Certification Maintenance Requirements (CMR). It addresses:
- The ICA development process as part of type certification and supplemental type certification according to regulatory standards. ICA include documents like maintenance manuals, service bulletins, and the minimum equipment list.
- The principles and requirements for developing CMRs during certification to ensure compliance with safety regulations and detect safety issues. CMRs result from a system safety analysis and address impending failures.
- The documentation and approval process for CMR changes and their inclusion in the airworthiness limitations section of manuals.
This document provides an overview of low visibility operations (LVO) including Category II, Category IIIA, and low visibility takeoffs. It defines key concepts such as decision height, runway visual range, operating minima, and requirements for aircraft, airfields, and flight crews to conduct these special operations. Category II allows for a manual landing at DH between 100-200 feet while Category IIIA requires an automatic landing system and has a DH under 100 feet or no DH with an RVR no less than 200 meters.
Human Factors Training: There's nothing that can't go wrong. This simple insight forms the foundation of human factors training for pilots. In special courses, pilots are prepared for any possible emergency situation and action strategies. Crews learn to analyze and evaluate their own behavior and that of those around them more effectively. Training leads to more efficient work processes, a functioning error management culture, and increased safety. This is a general prsentation and human factors management in aviation training.
This document discusses aircraft maintenance records and requirements. It emphasizes the importance of accurate documentation and identifies common documentation problems. It outlines requirements for maintenance record content, including descriptions of work performed, completion dates, and signatures. It also discusses issues like poor shift turnovers, non-compliance with airworthiness directives, and the importance of following regulations and procedures for aircraft maintenance.
The document outlines the various types of documentation required for an aircraft maintenance program. It discusses preventative maintenance types including servicing, scheduled maintenance, condition-based maintenance, and out-of-phase maintenance. It also lists the regulatory, manufacturer's, airline generated, and ATA documentation standards that maintenance programs must adhere to. Key manufacturer's documentation includes the airplane maintenance manual, component maintenance manual, and illustrated parts catalog.
This document provides an overview of airworthiness directives, service bulletins, and maintenance requirements for aircraft. It defines airworthiness directives as legally enforceable regulations issued by the FAA to correct an unsafe condition. Service bulletins are notices from manufacturers about product improvements. The document outlines required inspections, owner responsibilities, and record keeping duties. It also explains how to find current airworthiness directives and service bulletins on the FAA and manufacturer websites.
The document discusses the development of Instructions for Continuing Airworthiness (ICA) and Certification Maintenance Requirements (CMR). It addresses:
- The ICA development process as part of type certification and supplemental type certification according to regulatory standards. ICA include documents like maintenance manuals, service bulletins, and the minimum equipment list.
- The principles and requirements for developing CMRs during certification to ensure compliance with safety regulations and detect safety issues. CMRs result from a system safety analysis and address impending failures.
- The documentation and approval process for CMR changes and their inclusion in the airworthiness limitations section of manuals.
This document provides an overview of low visibility operations (LVO) including Category II, Category IIIA, and low visibility takeoffs. It defines key concepts such as decision height, runway visual range, operating minima, and requirements for aircraft, airfields, and flight crews to conduct these special operations. Category II allows for a manual landing at DH between 100-200 feet while Category IIIA requires an automatic landing system and has a DH under 100 feet or no DH with an RVR no less than 200 meters.
Human Factors Training: There's nothing that can't go wrong. This simple insight forms the foundation of human factors training for pilots. In special courses, pilots are prepared for any possible emergency situation and action strategies. Crews learn to analyze and evaluate their own behavior and that of those around them more effectively. Training leads to more efficient work processes, a functioning error management culture, and increased safety. This is a general prsentation and human factors management in aviation training.
This document discusses aircraft maintenance records and requirements. It emphasizes the importance of accurate documentation and identifies common documentation problems. It outlines requirements for maintenance record content, including descriptions of work performed, completion dates, and signatures. It also discusses issues like poor shift turnovers, non-compliance with airworthiness directives, and the importance of following regulations and procedures for aircraft maintenance.
This document describes a student project to design and fabricate a fly-by-wire system for flight control using an ATmega8 microcontroller and three servo motors. The system takes input from pilot controls like the steering column and foot pedals and sends electronic signals to actuators controlling the flight surfaces. The students' prototype controls the yaw, pitch, and roll of a model aircraft using push switches and servo motors attached to wooden wings to simulate flight control surfaces like elevators and rudders. Simulation and testing confirmed the system could control the servos to rotate between -30 and +30 degrees based on input signals.
This document provides an introduction to maintenance. It discusses the importance of maintenance for safety, productivity, and avoiding costly failures. It outlines different types of maintenance including corrective, scheduled, preventive, and predictive maintenance. Preventive maintenance aims to perform minor repairs and inspections periodically to reduce unexpected breakdowns. The benefits of preventive maintenance include reducing downtime, repair costs, and improving safety, product quality, and plant life. The document also provides an example of calculating the number of repair crews needed based on machine breakdown and repair rates.
Reliability engineering deals with studying, evaluating, and managing the reliability of systems and components. It aims to ensure equipment operates reliably under all conditions as required. As systems become more complex with many interconnected parts, the overall reliability decreases unless the reliability of individual components is improved. Reliability engineering applies principles of probability and statistics to analyze failure rates and availability of systems. It is important for fields such as aviation, defense, and healthcare where failure could result in dangerous situations.
This document introduces VAL II programming language for programming the PUMA-560 robot arm. It discusses defining robot locations using transformations which allows representing positions and orientations relative to other objects. This is important for defining composite objects. It also covers various motion instructions in VAL II like MOVE, MOVES, APPROACH, and DEPART, which can generate either joint interpolated motions or straight-line paths. Structured programming constructs like the CASE statement are also described for selecting actions based on conditions.
Reliability centered maintenance (RCM) integrates different maintenance strategies including reactive, preventive, predictive testing and inspection, and proactive maintenance. The goal of RCM is to maximize reliability and minimize maintenance costs and downtime. RCM involves analyzing systems to understand failures, prioritizing failures based on consequences, and determining the best strategy to address each failure. Common applications of RCM include the aviation, spacecraft, nuclear, and defense industries where minimizing downtime is critical.
PID Control of Runaway Processes - Greg McMillan DeminarJim Cahill
On-line demo / seminar presented by ModelingAndControl.com's Greg McMillan on August 25, 2010.
Recorded version of presentation will be available post live session at: http://www.screencast.com/users/JimCahill/folders/Deminars
This document provides an overview of pneumatic systems, including their advantages, limitations, main components, and principles of operation. It discusses how pneumatic systems use compressed air to transmit and control energy through components like compressors, cylinders, valves, and circuits. The key points are:
1. Pneumatic systems have advantages like durability, reliability, simplicity, safety, and being environmentally friendly. However, they also have limitations such as lower accuracy, loading capacity, and uneven speeds compared to other systems.
2. Main components include compressors that produce air, cylinders and valves that consume air to provide motion, and pressure regulators that transport and control air flow. Circuits combine these components to control tasks like
A control system is a collection of mechanical and electronic equipment that allows an aircraft to be flown with exceptional precision and reliability. Torque tubes are often used to actuate ailerons and flaps.
Maintenance of facilities and equipment is important to achieve high quality, reliability, and efficient operations. There are various types of maintenance including planned, preventive, corrective, and breakdown maintenance. The objectives of maintenance are to maximize equipment life, minimize costs, and ensure safety. An effective approach is condition-based maintenance which uses sensors and monitoring to predict failures before they occur. This improves system availability while reducing downtime and maintenance costs. Finally, proper planning and scheduling of maintenance jobs is important to efficiently execute repairs.
The document discusses aircraft maintenance documentation requirements according to the Federal Aviation Administration (FAA). Proper documentation is important for safety. Regulations require maintenance records to include a description of work done, completion date, and signature of the approving inspector. Common documentation errors that can lead to accidents include no records, inadequate work descriptions, and citing the wrong reference documents. Shift turnover between maintenance teams is also critical for safety and requires formal procedures.
Condition-based maintenance (CBM) is a maintenance strategy that monitors assets to determine maintenance needs based on performance indicators. CBM dictates that maintenance should only be performed when signs of decreasing performance or failure are detected. There are four pillars of condition monitoring: detection identifies when faults arise; diagnosis determines the origin of faults; prognosis forecasts the effects of faults; and programme establishes maintenance schedules. CBM can reduce costs, improve reliability, minimize downtime, and optimize maintenance through continuous monitoring and fault prediction.
This document discusses reliability-centered maintenance (RCM). It defines RCM as a corporate maintenance strategy that aims to optimize maintenance programs by preserving system functions through identifying failure modes and selecting effective tasks to control failures. The document outlines the history and principles of RCM, describing the classical and streamlined approaches. It provides an overview of the basic RCM process, which involves preparation, analysis, task selection, comparison, and record keeping. The advantages of RCM include lowering costs and minimizing unexpected failures, while disadvantages include initial costs and challenges dealing with hidden failures.
This document discusses reliability centered maintenance (RCM) and its implementation at Boeing. It provides background on Boeing and describes RCM's focus on identifying maintenance policies to manage equipment failure risks. The document outlines how Boeing initially used RCM in 1969 but then discusses reasons for failures in Boeing's 787 fleet, such as over-reliance on outsourcing. It concludes by suggesting improvements like monitored outsourcing, focusing on condition monitoring and predictive maintenance using RCM.
This presentation is about the Fly-By-Wire technology adopted in aircraft systems for greater maneuverability. The mechanical and electronics aspects of this technology is briefed in this presentation.
ADS-B: A pilot's guide to understanding the system and avionicsSporty's Pilot Shop
Join Sporty's John Zimmerman for a detailed look at Automatic Dependent Surveillance - Broadcast, the technology that's changing how pilots fly. From the basics of the system to portable ADS-B receivers to panel-mount ADS-B transmitters, you'll learn what ADS-B really means and how to fly with it.
Presented at the 2016 EAA AirVenture Oshkosh.
This document outlines the revisions made to CAR M Continuing Airworthiness Requirements. Revision 1, effective June 2015, was issued to harmonize CAR M with EASA regulations issued after 2010. Key changes include separating appendices, replacing pre-CAR 66 terminology, introducing requirements for critical design configuration control limitations and key risk elements, enhancing the scope of components and defect rectification, and adding new AMC and GM for aircraft continuing airworthiness monitoring and fuel tank safety training.
This document discusses the requirements for a Continuing Airworthiness Management Organization (CAMO). It outlines that a CAMO must have a Continuing Airworthiness Management Exposition (CAME) approved by the aviation regulator that defines its procedures. Key roles like the Accountable Manager, Continuing Airworthiness Manager, and Quality Manager are described along with their responsibilities to ensure compliance with regulations and airworthiness standards. The document also discusses the use of Maintenance Programs, Master Minimum Equipment Lists, and Deferred Item Lists by CAMOs.
Presentation given to the AEROSPACE Electrical Systems Expo on April 2, 2014. A short, 17 slide, presentation that looks at several aspects of EWIS (Electrical Wiring Interconnection System).
The responsibilities of EASA include to:
Giving advice for the drafting of EU legislation, implementing and monitoring safety rules (including inspections in the member states),
Giving type-certification of aircraft and components as well as the approval of organizations involved in the design,
Authorizing foreign operators,
Manufacture and maintenance of aeronautical products.
Preventative maintenance strategy with CMMSAndriy Popov
Here is how you can implement preventative maintenance strategy using CMMS
If you like the presentation, you can download, share or like it!
Read full text article about preventive maintenance with CMMS: http://www.logision.com/knowledge/preventative-maintenance-strategy-with-cmms
Read more business articles: http://www.logision.com/knowledge
Get free CMMS and other software for your business: http://www.logision.com/
planning maintenance system for engineersZiad Salem
This document provides guidance on the Planned Maintenance System (PMS) used by the Navy to manage shipboard maintenance. It describes the key elements of the 3M system including Maintenance Requirement Cards, Equipment Guide Lists, feedback reports, and responsibilities of personnel involved in maintenance from the Commanding Officer to work center maintenance personnel. Safety precautions and procedures for documenting maintenance, reporting discrepancies, and scheduling preventative maintenance are also outlined.
1. The document provides important questions and answers related to maintenance engineering for slow learners. It covers topics like condition monitoring, reliability analysis, failure rate, mean time to failure, and availability.
2. The maintenance organization structure and economics are explained in detail. Different types of maintenance organization like decentralized, centralized, and partially centralized are described. Factors considered for maintenance planning and life cycle cost analysis are also summarized.
3. Availability is defined as the ratio of time equipment is available to the total time of operation and maintenance. Different types of availability like inherent, achieved and operational availability are stated along with the formula to calculate inherent availability.
This document describes a student project to design and fabricate a fly-by-wire system for flight control using an ATmega8 microcontroller and three servo motors. The system takes input from pilot controls like the steering column and foot pedals and sends electronic signals to actuators controlling the flight surfaces. The students' prototype controls the yaw, pitch, and roll of a model aircraft using push switches and servo motors attached to wooden wings to simulate flight control surfaces like elevators and rudders. Simulation and testing confirmed the system could control the servos to rotate between -30 and +30 degrees based on input signals.
This document provides an introduction to maintenance. It discusses the importance of maintenance for safety, productivity, and avoiding costly failures. It outlines different types of maintenance including corrective, scheduled, preventive, and predictive maintenance. Preventive maintenance aims to perform minor repairs and inspections periodically to reduce unexpected breakdowns. The benefits of preventive maintenance include reducing downtime, repair costs, and improving safety, product quality, and plant life. The document also provides an example of calculating the number of repair crews needed based on machine breakdown and repair rates.
Reliability engineering deals with studying, evaluating, and managing the reliability of systems and components. It aims to ensure equipment operates reliably under all conditions as required. As systems become more complex with many interconnected parts, the overall reliability decreases unless the reliability of individual components is improved. Reliability engineering applies principles of probability and statistics to analyze failure rates and availability of systems. It is important for fields such as aviation, defense, and healthcare where failure could result in dangerous situations.
This document introduces VAL II programming language for programming the PUMA-560 robot arm. It discusses defining robot locations using transformations which allows representing positions and orientations relative to other objects. This is important for defining composite objects. It also covers various motion instructions in VAL II like MOVE, MOVES, APPROACH, and DEPART, which can generate either joint interpolated motions or straight-line paths. Structured programming constructs like the CASE statement are also described for selecting actions based on conditions.
Reliability centered maintenance (RCM) integrates different maintenance strategies including reactive, preventive, predictive testing and inspection, and proactive maintenance. The goal of RCM is to maximize reliability and minimize maintenance costs and downtime. RCM involves analyzing systems to understand failures, prioritizing failures based on consequences, and determining the best strategy to address each failure. Common applications of RCM include the aviation, spacecraft, nuclear, and defense industries where minimizing downtime is critical.
PID Control of Runaway Processes - Greg McMillan DeminarJim Cahill
On-line demo / seminar presented by ModelingAndControl.com's Greg McMillan on August 25, 2010.
Recorded version of presentation will be available post live session at: http://www.screencast.com/users/JimCahill/folders/Deminars
This document provides an overview of pneumatic systems, including their advantages, limitations, main components, and principles of operation. It discusses how pneumatic systems use compressed air to transmit and control energy through components like compressors, cylinders, valves, and circuits. The key points are:
1. Pneumatic systems have advantages like durability, reliability, simplicity, safety, and being environmentally friendly. However, they also have limitations such as lower accuracy, loading capacity, and uneven speeds compared to other systems.
2. Main components include compressors that produce air, cylinders and valves that consume air to provide motion, and pressure regulators that transport and control air flow. Circuits combine these components to control tasks like
A control system is a collection of mechanical and electronic equipment that allows an aircraft to be flown with exceptional precision and reliability. Torque tubes are often used to actuate ailerons and flaps.
Maintenance of facilities and equipment is important to achieve high quality, reliability, and efficient operations. There are various types of maintenance including planned, preventive, corrective, and breakdown maintenance. The objectives of maintenance are to maximize equipment life, minimize costs, and ensure safety. An effective approach is condition-based maintenance which uses sensors and monitoring to predict failures before they occur. This improves system availability while reducing downtime and maintenance costs. Finally, proper planning and scheduling of maintenance jobs is important to efficiently execute repairs.
The document discusses aircraft maintenance documentation requirements according to the Federal Aviation Administration (FAA). Proper documentation is important for safety. Regulations require maintenance records to include a description of work done, completion date, and signature of the approving inspector. Common documentation errors that can lead to accidents include no records, inadequate work descriptions, and citing the wrong reference documents. Shift turnover between maintenance teams is also critical for safety and requires formal procedures.
Condition-based maintenance (CBM) is a maintenance strategy that monitors assets to determine maintenance needs based on performance indicators. CBM dictates that maintenance should only be performed when signs of decreasing performance or failure are detected. There are four pillars of condition monitoring: detection identifies when faults arise; diagnosis determines the origin of faults; prognosis forecasts the effects of faults; and programme establishes maintenance schedules. CBM can reduce costs, improve reliability, minimize downtime, and optimize maintenance through continuous monitoring and fault prediction.
This document discusses reliability-centered maintenance (RCM). It defines RCM as a corporate maintenance strategy that aims to optimize maintenance programs by preserving system functions through identifying failure modes and selecting effective tasks to control failures. The document outlines the history and principles of RCM, describing the classical and streamlined approaches. It provides an overview of the basic RCM process, which involves preparation, analysis, task selection, comparison, and record keeping. The advantages of RCM include lowering costs and minimizing unexpected failures, while disadvantages include initial costs and challenges dealing with hidden failures.
This document discusses reliability centered maintenance (RCM) and its implementation at Boeing. It provides background on Boeing and describes RCM's focus on identifying maintenance policies to manage equipment failure risks. The document outlines how Boeing initially used RCM in 1969 but then discusses reasons for failures in Boeing's 787 fleet, such as over-reliance on outsourcing. It concludes by suggesting improvements like monitored outsourcing, focusing on condition monitoring and predictive maintenance using RCM.
This presentation is about the Fly-By-Wire technology adopted in aircraft systems for greater maneuverability. The mechanical and electronics aspects of this technology is briefed in this presentation.
ADS-B: A pilot's guide to understanding the system and avionicsSporty's Pilot Shop
Join Sporty's John Zimmerman for a detailed look at Automatic Dependent Surveillance - Broadcast, the technology that's changing how pilots fly. From the basics of the system to portable ADS-B receivers to panel-mount ADS-B transmitters, you'll learn what ADS-B really means and how to fly with it.
Presented at the 2016 EAA AirVenture Oshkosh.
This document outlines the revisions made to CAR M Continuing Airworthiness Requirements. Revision 1, effective June 2015, was issued to harmonize CAR M with EASA regulations issued after 2010. Key changes include separating appendices, replacing pre-CAR 66 terminology, introducing requirements for critical design configuration control limitations and key risk elements, enhancing the scope of components and defect rectification, and adding new AMC and GM for aircraft continuing airworthiness monitoring and fuel tank safety training.
This document discusses the requirements for a Continuing Airworthiness Management Organization (CAMO). It outlines that a CAMO must have a Continuing Airworthiness Management Exposition (CAME) approved by the aviation regulator that defines its procedures. Key roles like the Accountable Manager, Continuing Airworthiness Manager, and Quality Manager are described along with their responsibilities to ensure compliance with regulations and airworthiness standards. The document also discusses the use of Maintenance Programs, Master Minimum Equipment Lists, and Deferred Item Lists by CAMOs.
Presentation given to the AEROSPACE Electrical Systems Expo on April 2, 2014. A short, 17 slide, presentation that looks at several aspects of EWIS (Electrical Wiring Interconnection System).
The responsibilities of EASA include to:
Giving advice for the drafting of EU legislation, implementing and monitoring safety rules (including inspections in the member states),
Giving type-certification of aircraft and components as well as the approval of organizations involved in the design,
Authorizing foreign operators,
Manufacture and maintenance of aeronautical products.
Preventative maintenance strategy with CMMSAndriy Popov
Here is how you can implement preventative maintenance strategy using CMMS
If you like the presentation, you can download, share or like it!
Read full text article about preventive maintenance with CMMS: http://www.logision.com/knowledge/preventative-maintenance-strategy-with-cmms
Read more business articles: http://www.logision.com/knowledge
Get free CMMS and other software for your business: http://www.logision.com/
planning maintenance system for engineersZiad Salem
This document provides guidance on the Planned Maintenance System (PMS) used by the Navy to manage shipboard maintenance. It describes the key elements of the 3M system including Maintenance Requirement Cards, Equipment Guide Lists, feedback reports, and responsibilities of personnel involved in maintenance from the Commanding Officer to work center maintenance personnel. Safety precautions and procedures for documenting maintenance, reporting discrepancies, and scheduling preventative maintenance are also outlined.
1. The document provides important questions and answers related to maintenance engineering for slow learners. It covers topics like condition monitoring, reliability analysis, failure rate, mean time to failure, and availability.
2. The maintenance organization structure and economics are explained in detail. Different types of maintenance organization like decentralized, centralized, and partially centralized are described. Factors considered for maintenance planning and life cycle cost analysis are also summarized.
3. Availability is defined as the ratio of time equipment is available to the total time of operation and maintenance. Different types of availability like inherent, achieved and operational availability are stated along with the formula to calculate inherent availability.
CWO4 James Lloyd East III served as a Fire Control Officer on two aircraft carriers, USS Nimitz and USS John C Stennis, where he supervised sailors operating ship self-defense systems, and also served as a Fleet Liaison Officer at the Naval Undersea Warfare Center assisting with the Aircraft Carrier Tactical Support Center project. He has extensive experience managing combat systems and weapons, as well as providing training, technical support, and software assistance for tactical systems.
Worker Scheduling for Maintenance Modeling SoftwareIJMER
International Journal of Modern Engineering Research (IJMER) is Peer reviewed, online Journal. It serves as an international archival forum of scholarly research related to engineering and science education.
International Journal of Modern Engineering Research (IJMER) covers all the fields of engineering and science: Electrical Engineering, Mechanical Engineering, Civil Engineering, Chemical Engineering, Computer Engineering, Agricultural Engineering, Aerospace Engineering, Thermodynamics, Structural Engineering, Control Engineering, Robotics, Mechatronics, Fluid Mechanics, Nanotechnology, Simulators, Web-based Learning, Remote Laboratories, Engineering Design Methods, Education Research, Students' Satisfaction and Motivation, Global Projects, and Assessment…. And many more.
Maintenance management involves planning and coordinating resources to ensure industrial equipment operates effectively at specified availability levels. It aims to minimize downtime and production losses through planned repair and preventative maintenance. There are different types of maintenance systems like corrective, preventative, and predictive maintenance. The bathtub curve model describes failure rates over equipment lifespan from initial high failure through useful life of constant rate to increasing wear out failures. Key activities involve scheduling maintenance, repairs, inspections, budgeting, and developing maintenance procedures, records, and staff training.
This document outlines Bernhard Schulte Shipmanagement's policies and procedures for repairs, maintenance, and inspections on vessels. It details requirements for inspection and maintenance plans to be developed by the Chief Officer and Chief Engineer. It also describes procedures for work planning meetings at monthly, weekly, and daily intervals to plan maintenance tasks. Toolbox meetings with crew are required before maintenance work to review safety aspects. Non-conformities and equipment defects must be reported and tracked for rectification. A Planned Maintenance System (PMS) is used to schedule all maintenance tasks.
The document discusses the implementation of a real-time condition monitoring process at Anglo American Copper's Collahuasi Mine. It defines the key elements of technology, people, and processes that must be considered. For technology, it discusses the data network, data collectors, and monitoring systems compatible with the mine's equipment. For people, it defines roles like the system administrator and predictive technicians. For processes, it discusses determining what equipment will be monitored and how maintenance areas will interact with the monitoring information. The benefits of implementation are expected to include increased safety, reduced costs, improved reliability and availability.
Guidelines to Understanding to estimate MTBFijsrd.com
To quantifying a reparable system or reliability we can use MTBF. It has been used for various decisions. MTBF is determining the reliability. For developing the MTBF model we can use Poisson distribution, Weibull model and Bayesian are the most popular approach. In this paper we are talking about complexities and misconceptions of MTBF and clarify in sequence what are the items and concerns that need to be consider in estimating MTBF.
The document discusses various aspects of maintenance management including definitions, objectives, types of maintenance, reliability concepts, modern maintenance methods, and total productive maintenance pillars. It defines maintenance as work to keep equipment in proper working order and prevent failures. The main types of maintenance discussed are breakdown, preventive, and predictive maintenance. Modern maintenance methods include reliability centered maintenance, six sigma maintenance, and total productive maintenance.
Faculty engineering and constructioncourse titlelevel ioreo10
This module focuses on developing managerial and entrepreneurial skills. It will be delivered through lectures and assigned readings. Students will critically examine factors contributing to new venture success or failure, and the relationships between management, entrepreneurship, and new business development. They will identify tasks in new venture lifecycles and challenges at each stage. For assessment, students will develop an integrated plan for a new venture idea demonstrating potential for implementation, including financial projections.
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(Modifid)condition m0nitoring of longwall face supportdrockyraj19
Condition monitoring of longwall face support equipment can help minimize downtime and maintenance costs. Current practice relies mainly on planned and reactive maintenance. On-line monitoring uses sensors to monitor parameters and identify faults. Data is collected but rarely analyzed to its full potential. Condition monitoring methods like SCADA, P-F interval analysis, and vibration monitoring could be used to better detect impending faults, predict failures, and reduce downtime through preventative maintenance. More advanced data processing and interpretation of existing sensor data could help optimize longwall equipment usage and availability.
This document discusses the development of an overhaul methodology for the gearbox of a high-speed combat aircraft. It first reviews common approaches to developing overhaul methodologies, including condition monitoring techniques, maintenance system group approaches, military standards, and manuals. It then describes some key challenges in developing an overhaul methodology, such as balancing the need to detect all defects with minimizing overhaul time. The document uses an aircraft gearbox as a case study to explain how an overhaul methodology can be logically evolved through a combination of condition monitoring, historical failure data, test bed data, flight data, and other aviation practices. The goal is to increase the gearbox's mean time between overhauls while meeting other requirements like reduced overhaul time and ease of training.
Maintenance Engineering, Principle of Maintenancerishikantmip22
The document discusses maintenance engineering principles and practices. It covers objectives of maintenance planning which include maximizing production availability and minimizing costs. It also discusses reliability concepts such as MTBF, MTTR, and availability. Different types of maintenance organization structures are described such as decentralized, centralized, and partially centralized models. Key aspects of maintenance such as maintainability, availability calculations, and factors affecting them are explained.
Maintenance Lecture Notes for senior classNegash Alemu
The document provides an overview of maintenance engineering. It discusses different types of maintenance including preventive maintenance, which aims to avoid breakdowns by performing maintenance before issues occur. Corrective maintenance repairs equipment after a failure. The document outlines the objectives of maintenance as maximizing equipment performance, preventing failures, and minimizing downtime to increase production. Overall, the document introduces the key concepts and objectives of maintenance engineering.
Building services engineering, technical building services, architectural engineering, building engineering, or facilities and services planning engineering refers to the implementation of the engineering for the internal environment and environmental impact of a building.
A Framework for Dead stock Management System for in-house computer engineerin...theijes
The document describes a framework for a deadstock management system for an in-house computer engineering department. The system aims to improve on maintaining records of equipment using paper-based methods. It features a web-based interface with different user roles and allows for adding, modifying and deleting equipment records. The system generates reports on equipment status to help with tasks like practical exams. It also sends notifications to ensure consistent data maintenance. The framework covers system architecture, module relationships, and security measures to authorize different user levels. Validation processes ensure accurate data entry and error tracking.
Student Declaration on Submission I confirm that all the work in.docxflorriezhamphrey3065
Student Declaration on Submission
I confirm that all the work in this coursework is my own.
Student Signature.
Date.
03-03-17
General Feedback by Tutor
Fair work, tasks 1 & 2 are fine, update tasks 3 & 4 You can optionally correct the merit tasks 5-7. See feedback comments attached
Please return within 10 working days and remember to attach your corrections to the bottom of this document, and don’t change any of the original work
11/3/17
Sampled by IV: Sign
Date:
03-03-2017
Assessment grading instructions:
Tasks 1 to 4 are required for PASS (P) grade and must be attempted
Tasks 5 to 7 are required for MERIT (M) grade
Tasks 8 is required for DISTINCTION (D) grade.
Work for Merit/Dist grades should also be supported by fully referenced evidence
Tasks for Assessment 2 (2 of 2)
All answers must be your own worK
Note: Copy and paste these cover and task sheets to the front of your written work as you must sign (electronic signature) and date these in order to have your assessment marked and graded
Task 1 [P1]
The Maintenance Manager has asked you to review the planned maintenance (PM) procedure for 2 pieces of equipment in the factory. The 1st piece of equipment is a 50m conveyor used to transport product in a cleanroom between process steps. The conveyor also contains a number of elevators protected by guarding. The 2nd piece of equipment is a mixing tank agitator driven by an induction motor controlled by an inverter. The tank is made of stainless steel and contains acidic chemicals when in use.
As part of the review you will need, for each apparatus, to explain and identify the hazards that exist when a planned maintenance (PM) is being carried out. These are risks posed to anyone in the area, not just the Technicians carrying out the PM. In particular focus on electrical hazards
Task 2 [P2]
From the information in task 1 you must also specifically list the control measures required to eliminate or manage the risks to the Maintenance Technicians and others. In particular give a detailed range of control measures to prevent/reduce the risk of electric hazards
Task 3 [P3]
A quality and safety audit is to be carried out on all the maintenance procedures in the factory. The Maintenance manager has asked you with reference to at least 4 pieces of safety legislation, regulations or standards,and how these might apply to the PM activities described in task 1
Task 4 [P9]
From the audit you have been asked to draw a start/stop/retain relay control circuit that could be used for the safe and emergency operation of a 3-phase drilling machine and lathe in the workshop that must include 2 emergency stop positions.Also explain how the circuit would operate and what types of commercial relays/contactors could you select.
Task 5 [M1]
The production manager also wants your help in deciding the best type of motor system for controlling the speed of a new automatic conveyor line. He has asked y.
Steven Watson is seeking a position that utilizes his experience in operational management, program management, logistical management, and as an electrical/mechanical technician. His background includes experience in telecommunications, computers, and maintaining security clearance. He has over 20 years of experience in the military and as a field service representative maintaining radiation scanning equipment internationally.
Reliability centered maintenance planning based on computer-aided fmeaNgoc Dep
The document discusses computer-aided failure mode and effects analysis (FMEA) to improve reliability-centered maintenance planning. It proposes using an extended product model to (1) represent potential machine failures and (2) simulate machine behavior under usage conditions to detect abnormalities. This allows FMEA to be performed efficiently in a computer-aided manner. Validation experiments on mechatronics products demonstrated the proposed computer-aided FMEA method.
This document summarizes a presentation on using Quality Function Deployment (QFD) to support Design for Six Sigma (DFSS). It discusses how QFD can help DFSS teams identify critical customer needs and ensure they are designed into the product. The document provides background on Six Sigma, DFSS, and QFD. It explains how QFD fits into the DFSS approach and can help teams understand both stated and unstated customer needs to develop differentiated products that excite customers.
This document discusses project management techniques including project planning, scheduling, and controlling. It provides details on setting goals and defining tasks, organizing teams, estimating time and costs, and developing schedules. Techniques like Gantt charts, critical path method (CPM), and program evaluation and review technique (PERT) are presented for sequencing activities and determining critical paths. The importance of monitoring resources, costs, quality, and budgets during a project is also highlighted.
The document discusses using Process-FMEA to optimize production processes and reduce costs. It describes how Process-FMEA can identify potential failures and inefficiencies in manufacturing. A completed Process-FMEA would reveal opportunities to reduce the impact of failures and increase the likelihood errors are found before delivery. It provides examples of waste identified through Process-FMEA, such as unnecessary rechecking of parts, improper operation sequence, use of wrong tools, and inadequate maintenance. The document advises how companies can address these issues and realize the benefits of Process-FMEA, including defining production methods, tools, and cleaning/maintenance procedures to standardize processes.
The document provides an overview of Chapter 1 from a corporate finance textbook. It introduces key concepts such as the three main financial decisions facing managers regarding investments, financing, and dividends. It also discusses the corporate form of business organization and explains that the goal of financial management is to maximize shareholder wealth. The chapter objectives are outlined and several models and concepts are defined, including the investment decision process, capital structure, and agency relationships between managers and shareholders.
1. The document describes techniques for creating cross-processing effects in Photoshop that simulate the results of processing color negative film in E-6 chemicals or vice versa. This involves adjusting the color curves in individual channels to add blue or cyan casts to shadows and red/yellow casts to highlights.
2. Another technique uses the Lab color mode to enhance colors. The a and b channels of a duplicate image are adjusted separately before being copied back to the original as blended layers.
3. Adjusting the layer opacities and amounts of blur allows for variations in the results. Playing with different channel adjustments and layer settings lets the photographer experiment with colorful effects.
- Outsourcing has become common for many U.S. businesses as a way to reduce costs, though it also carries risks that must be carefully considered.
- A modified failure mode and effects analysis (FMEA) can help businesses evaluate potential risks of outsourcing options. Risks are rated based on their opportunity, probability, and severity to calculate a risk priority number.
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This article discusses using Failure Mode and Effects Analysis (FMEA) to manage project risks. FMEA is a systematic process that identifies potential failure modes for a product or process and assesses and prioritizes risks. The authors explain how FMEA can be applied at the project level to identify risks, determine the likelihood and impact of risks occurring, and develop preventative and contingency plans to mitigate risks.
This doctoral thesis examines maintenance strategies for railway infrastructure in regulated environments. It focuses on the Swedish railway system, which is divided among various government-owned organizations and companies. Banverket is responsible for administering the railway infrastructure and conducting research and development.
The research develops a conceptual framework that describes the various factors an infrastructure manager must consider when developing maintenance strategies. These include political goals, laws and regulations, safety and environmental demands, interactions between vehicles and tracks, and relationships between the infrastructure manager and maintenance contractors. The framework classifies factors based on their importance and flexibility.
The framework aims to help infrastructure managers make proactive decisions to improve the entire transport system and satisfy stakeholders. Banverket has used this framework
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- https://x.com/viglovikov
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Metrics: The success indicators such as downloads, daily active users, GitHub stars, and financial contributions.
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GitHub: https://github.com/albumentations-team/albumentations
Website: https://albumentations.ai/
LinkedIn: https://www.linkedin.com/company/100504475
Twitter: https://x.com/albumentations
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2. 3M is the nucleus for managing
maintenance onboard ships.
Providing maintenance and material
managers the means to plan, acquire,
organize, direct, control and evaluate the
manpower and resources used for the
support of maintenance. 103.1
3. Information collected on completed maintenance and
configuration changes provides the following benefits:
a. Standardization - achieve uniform maintenance standards and
criteria.
b. Efficiency - effective use of available manpower and material resources
in maintenance and maintenance support efforts.
c. Documentation - recording of maintenance and maintenance support
actions to establish a material history.
d. Analysis - provision to be used in the improvement of maintainability
and reliability of systems and equipment, and the reduction of cost of
material ownership.
e. Configuration Status Accounting - a means of reporting and recording
changes in what equipment is installed onboard, equipment configuration
specifications, and shipboard location.
f. Scheduling - standardized method for scheduling, planning, managing,
and tracking maintenance required and accomplished.
103.1
5. TYCOM
Responsibilities
Exercise primary
responsibility for the
effective operation and
support of their Ships' 3-M
Systems.
103.2 a
6. Maintains staff to administer the 3M system
Provides training teams for 3M assists &
assessments
Reviews quality/quantity of ship’s 3M data
(CASREP’s, Technical Feedback Reports, MDS documents, etc.)
Provides 3M system training for maintenance
and/or maintenance management.
Reviews Safety Advisory & Mishap and Material
Inspection reports (INSURV, Propulsion Examining Board
(PEB), etc.). When deficiencies are evident, corrective
action is initiated 103.2 a
7. SHIPBOARD ORGANIZATION
DUTIES AND RESPONSIBILITIES
C O M M A N D IN G O F F I C E R
E X E C U T IV E O F F IC E R
3M SYSTEM M ANAG ER
3M SYSTEM S
C O O R D IN A T O R
DEPARTM ENT HEAD
D E P A R T M E N T A L 3 -M
S Y S T E M S A S S IS T A N T
D IV IS IO N O F F IC E R
G R O U P S U P E R V IS O R
W O RK CENTER
S U P E R V IS O R
W O RK CENTER
M A IN T . P E R S O N N E R
103.2
8. CO - overall responsible for ensuring ship maintenance is
accomplished following 3-M System procedures and that
the 3-M System functions effectively within the command.
XO - Ships' 3-M System manager and responsible to CO for
overall management of the Ship’s 3-M program.
3-M System Coordinator (3MC) - functional manager of 3-M
System and responsible to the XO for coordination and direct
supervision of all administrative facets of the Ship’s 3-M
System program.
103.2 b-d
9. DEPARTMENT HEAD
Responsible for effective operation of
the 3-M System within the
department. Supervises scheduling
all Maintenance Requirements (MR’s)
and is responsible for all budgetary
expenses to support the 3M systems.
103.2e
10. DIVISION OFFICER
Trained in the 3-M System and
responsible to the Department Head.
Assists in managing the maintenance
required for the division’s equipment,
and is responsible for documentation
accuracy.
Conducts and manages divisional 3M
training.
103.2 f
11. DEPARTMENTAL 3M
Responsible to 3MC and Department
Head for preparation and submission
of all departmental 3M reports (spot-
checks, PMS, Equipment Validations,
etc.).
Maintains the EGL master copies for
each MRC in the Department.
Assists Division Officers in achieving
required 3M Systems training.
103.2 g
12. Group and Work Center Supervisors
Division CPO’s who are responsible for two or
more work centers shall be referred to as “Group
Supervisors"
Group Supervisors shall be responsible for the
proper performance of the 3-M System functions
within their work centers.
The Work Center Supervisor is responsible for
the effective operation of the 3-M System
within the work center
This responsibility shall not be delegated
Work Center Supervisors receive additional 3-M
System training 103.2h & i
13. REPAIR PARTS PETTY OFFICER
RPPO – Interfaces with Supply for
ordering parts and supplies
required for all associated
workcenters.
Conducts monthly Material
Obligation Validations (MOV’s)
with the Department Head to
validate the continued need for
parts ordered.
103.2 j
14. You: the Maintenance Personnel
Responsible to Work Center
Supervisor (WCS). Your 3-M duties
include, but are not limited to:
a. Perform assigned sheduled
maintenance requirements using
MRC’s and Equipment Guide Lists
(EGLs) as indicated by the 13 week
accomplishment log and the
weekly schedule.
103.2k
15. You: the Maintenance Personnel
b. Performing PMS, promptly notify the WCS
when:
(1) Anything on an MRC is not fully understood,
appears to be incorrect or cannot be
accomplished as written.
(2) Tools, materials, etc., prescribed by the
MRC are not available.
(3) Any doubt exists about capability, training,
or experience to properly perform the MR as
prescribed.
(4) Factors exist which would make
performance of the MR unwise or dangerous
(e.g., disassembly of equipment needed for
operations, radiation when prohibited,
situations causing safety hazard to exist,
etc.).
103.2k
16. Corrective and Preventive
Maintenance
3-M is a management tool designed to provide
efficient, uniform methods of conducting and
recording preventive and corrective maintenance.
Preventive maintenance: actions intended to prevent
or discover functional failures. Preventive
maintenance includes actions taken to prevent
equipment from failing, such as changing the oil,
cleaning filters, calibrating, etc.
Corrective maintenance: actions taken to fix
equipment that has failed or is not working to design
specifications.
Included in the phrase "corrective maintenance" are
authorized changes or modifications to installed
equipment. 103.3
17. Purpose of the 3M elements
Maintenance Requirement Card (MRC) – step-by-
step procedures with safety precautions noted
describing who, what, how, and with what
resources an MR will be accomplished.
Equipment Guide List (EGL) - used when an MRC
applies to a number of identical items (i.e., valves,
small arms, etc.). Each item will be uniquely
identified. Each ship prepares its own EGLs.
Maintenance Index Page (MIP) – Index of MRC’s
prepared and issued for each system/equipment
onboard for which PMS exists.
MRC’s, EGL’s, & MIP’s are basic PMS documents.
103.4 a-c
18. 3M ELEMENTS (con’t)
List of Effective Pages (LOEP) - lists MIP’s
and system equipment not requiring PMS
assigned to each work center.
Change Page – Historical Listing of all
authorized changes made to the Work
Center Manual (43P1) citing specific
references authorizing each change.
The LOEP, Change Page, & MIP’s are
key elements of the 43P1
103.4 d-e
19. FEEDBACK REPORTS (FBR)
FBR notifies TYCOM & FTSC’s of PMS issues.
Two versions: SKED and Hardcopy
TWO types: Category A (for changes to LEOP)
Category B (Technical)
Some Category B FBR’s are Urgent.
Must be approved and transmitted within 4 days
of creation with a response time goal of 1 day.
NOTE: FBR’s will provide initial PMS coverage
but Configuration Data needs to be updated to
initiate logistic support. This is also referred to
as submitting a 4790/CK Configuration Change
103.4 f
20. WORKCENTER PMS MANUAL
(43P1)
The 43P1 reflects that portion of the PMS Master
File that contains only the planned maintenance
requirements applicable that work center.
It consists of the following Major Elements:
Change Page, LOEP, MIP’s, & FBR file
It is designed to provide a ready reference of
planned maintenance requirements for the work
center supervisor and all Maintenance personnel.
103.4 g
21. PMS SCHEDULES
Weekly displays MRC’s and personnel
assigned to them for the week in a given
work center. Maintenance Personnel have
access to view this in SKED.
Quarterly displays maintenance to be performed
during a specific 3-month period.
Updated weekly by WCS, provides ready
reference to the current status of PMS.
Represents departmental directive and once
finalized may only be changed with department
head approval.
103.4 h-i
22. PMS SCHEDULES
QUARTERLY FLIP PAGE
Flip Page cites justifiable reasons for all
unaccomplished or deleted maintenance.
NOTE: Lack of Man-hours is not justifiable.
Examples of justifiable reasons are:
part on order with JSN’s and REQ #’s
CASREP with Numbers
HAZMAT unavailable WITH JSN and REQ #
The Flip page entry always starts with one of four
pro-words: LOST -; RESCHEDULED -; DELETED -;
or COMPLETED – (with additional information
required). 103.4 i
23. PMS SCHEDULES
CYCLE
Cycle displays PMS to be performed
during the period between docking
availabilities and/or three
interdeployment training cycles.
Any checks that have not been
accomplished prior to restarting a cycle
will be scheduled during the first
quarter of the new cycle schedule.
An example of such an availability is
Docking Phased Maintenance Availability
(DPMA). 103.4j
24. 13 Week Accountability Log
Signature documentation of personal
accomplishment of assigned MR’s after
WCS notification and authorization.
Documents associated Tag-outs and is
reviewed weekly by the WCS & DivO
Maintained in the 43P1 for not less
than 13 weeks. 103.4 k
25. Isolation Guide List (IGL)
Contains the information necessary for
equipment tag-out maintenance.
Regulated by the Tag Out Users Manual
(TUMS)
Created when existing technical
documentation (EOSS, CSOSS, etc.) is
insufficient to support tag-outs
Signature Verified by WCS, DivO, and DH
and re-verified when any one transfers
103.4 l
26. SPMIG & SCAT
Standard PMS Material Identification Guide
(SPMIG) - Database providing part numbers
and ordering information for MRC materials in
the Test Equipment, Materials, Parts and Tools
Block. This data accessible in SKED
Sub-category (SCAT) - Portable
Electric/Electronic Test Equipment listed in the
Test Equipment Index are assigned a SCAT code
which groups models having the same test
capability and tolerances.
103.4 m-n
27. SYSCOM MRC Control Number
This is a 3-part four
segment code used in
cataloging MRCs
which is located at the
lower right side of the
MRC
Birthdate: first 2 digits
103.4 o
28. SYSCOM MIP Control Number
Three SYSCOM MIP
control numbering
systems have been
developed based on
changing PMS
philosophy and are
currently in use.
(Conventional, Surface
Missile System, and
Reliability Centered
Maintenance)
Birthdate: last 2 digits.
103.4 p
29. Inactive Equipment
Maintenance (IEM)
A modified maintenance program to
prevent equipment deterioration during
inactive periods, when complete PMS
support is neither desirable nor practical.
Objective: reduce PMS to the minimum
during a prolonged inactive period without
degrading material condition, or
jeopardizing future operational reliability.
103.4 q
30. MSDS
• Technical bulletins containing
information about the hazardous
material
Material (HAZMAT)
• Shall be in English and contain at
least the following information:
– Identity of material
– Hazardous ingredients
– Physical and chemical characteristics
103.4 r
31. MSDS (Con’t)
– Physical hazards (fire, explosion,
reactivity)
– Health hazards (routes of entry,
exposure limits, and cancer potential)
– Precautions for safe handling & use
– Emergency first aid procedures
– MSDS preparation date
– Name, address & phone number of
chemical manufacturer, importer,
employer who can provide additional
information
103.4 r
32. Hazardous Material Users Guide
(HMUG)
Divided into 22 groups
Each section contains information on
Control measures
Precautions
Health hazards
Spill controls
-
Disposal guidelines
103.4 s
33. Unsafe condition in the performance of PMS
* Accidents do not respect persons or rights.
Statistics show that a high percentage of accidents or
casualties could have been prevented if specific
precautionary measures had been taken.
* Every effort has been made to indicate
hazards to personnel in the "Safety
Precautions" block and in the appropriate steps
of the procedure block of MRCs.
WARNINGS WILL BE INSERTED
IMMEDIATELY PRIOR TO THE
APPROPRIATE PROCEDURAL STEP.
* Common sense, thorough indoctrination, and
documented training of all personnel maintaining
and operating shipboard equipment is required.
* Inadequacies in the MRC which might affect
the safety of personnel or equipment shall be
reported by an Urgent PMS FBR.
103.5
34. Maintenance Requirement Card
(MRC):
Provides detailed step-by-step procedures
for performing maintenance and describes
who, what, how, and with what resources a
specific requirements will be accomplished.
3 types exist:
Technically Validated (white)
Preliminary (Yellow)
Classified (Pink)
Most MRC’s are Technically validated
103.6
35. Preliminary (Yellow)
1. Provided via FTSC’s to provide ships with
advance coverage while MIPs/MRCs are
undergoing final review.
2. Identified by a "P" code and number following
the slash of the SYSCOM MIP control number
reflecting the revision.
3. Preliminary MIPs/MRCs are technically
reviewed/approved by the cognizant
SYSCOMs/BUMED.
103.6 b
36. Classified (pink)
Unclassified locator card duplicates
information in all MRC blocks but
procedures, and includes one of the
following statements:
"Maintenance procedure with the
requirement is CONFIDENTIAL. Maintenance
Requirement Card is stowed in_________ .“
OR
"Maintenance procedure with the require-
ment is SECRET. Maintenance Requirement
Card is stowed in __________________ ."
103.6 c
38. Calendar Periodicities
The only authorized periodicities
are as follows:
D – Every day
2D - Every 2nd day Q - Quarterly
3D - Every 3rd day 4M - Every 4th month
W - Weekly S - Semiannually
2W - Every 2nd week 8M - Every 8th month
3W - Every 3rd week A - Annually
2M - Every 2nd month #M - Every # months
103.7 a
39. Non-Calendar Periodicities
R - Situation Requirement
U - Unscheduled Maintenance
Inactive Equipment
Maintenance (IEM)
LU - Lay-Up
PM - Periodic
Maintenance
SU - Start-Up
OT - Operational Test
40. REPORTING DISCREPANCIES
No system starts perfect – feedback can get it there
Three systems exist for process improvement:
Feedback Reports (FBR)
Technical Manual Deficiency/Evaluation Report
(TMDER)
Configuration Item or
4790/ck Configuration Change 103.8
42. FBR FORM
Two versions: SKED and Hardcopy
SKED – Instructions are available in the
help file, with some specific Do’s and
Don’ts
Hardcopy - composed of an original and
four copies. Instructions for preparation
and submission of the form are printed on
the back of the last copy.
43. There are three types of FBRs:
Category A, Category B, and Urgent.
Category A -- This type of FBR
is non-technical in nature and is
intended to meet PMS needs
which do not require technical
review. Category A FBRs are
submitted to request classified
or other PMS documentation
which cannot be obtained
locally.
103.8
44. Category B --
This type of FBR is technical in
nature, and is used to report:
Technical discrepancies inhibiting PMS
performance.
Shift of maintenance responsibilities.
Requests for TYCOM assistance.
103.8
45. URGENT Feedback Reports.
When the reason for submission of a PMS FBR
involves safety of personnel, ship, or equipment
and relates to the technical requirements of PMS,
the FBR will be considered URGENT.
The message shall describe the unsafe procedures
or conditions, and shall identify the MIP/MRC
involved. 103.8
46. TMDER
Used to correct Technical Manuals and
Publications used in the maintenance of
shipboard equipment.
Accomplished either on-line via Distance
Support or via Snail Mail using a form from
the back of the Manual.
47. CONFIGURATION
Known as:
4790/CK, Configuration Change, & Configuration
Items
Used to get support for newly installed equipment.
Will initiate all logistics:
PMS, Parts, & Technical Documentation
NOTE: FBR’s can be used to start and change PMS, but will
do nothing for the other elements of logistic support.
49. LOEP’s And MIP’s
Report No. PMS 5 (the LOEP) – lists all MIP’s and system
equipment not requiring PMS assigned to each work
center.
The LOEP is a part of the PMS Master file and contains:
(1) Report Date (Date LOEP produced).
(2) Force Revision (FR) Number.
(3) Type Commander (TYCOM).
(4) Unit (Ship's hull number, Unit Identification Code
(UIC), and name).
(5) Work Center.
(6) MIP Numbers and Nomenclature (brief description
of the system/equipment).
103.9 a
50. EGL’s and MRC’s
Specific EGL’s are created for
each MRC when it applies to a
number of identical items
(i.e. valves, small arms, etc.)
Each item on the EGL will have
a unique identifier/serial
number assigned.
Each ship prepares its own EGLs.
103.9 b
51. IGL’s and MRC’s
Contains specific equipment tag-out information
necessary for that MRC
Contains number, locations, and positions of the
tagged items and permission/notification
requirements
Each ship prepares its own TGLs
103.9 c
52. MIP’s and MRC’s
MIPs are issued for
each installed
system/equipment for
which PMS support has
been established.
MIPs are basic PMS
reference documents.
Each is an index of a
complete set of MRC’s
applicable to a ship system,
subsystem, or equipment.
103.9 d
53. Change Page and LOEP
Change Page indicates all changes
(FR’s/CAN’s/DIT’s)
(Force Revisions/Advance Change Notices/Document Input Transmittals)
to the WC referencing authorizing
document.
list’s approved TFBR’s submitted for
LOEP Corrections.
It must reflect the current FR
103.9 e
54. SAFETY PRECAUTIONS
listed prior to applicable step on the MRC
Specific categories are:
Warning: Death or injury may result if the
operating/handling procedures and practices are
not correctly followed. Warning text may be listed
in the safety precautions‘ block and will be
repeated preceding the procedure involved.
Caution: Damage to equipment may result if the
operating procedures and practices, etc. are not
correctly followed. Cautions are not listed in
safety precautions block but will precede the
instruction for the procedure involved.
103.10
Editor's Notes
1
It provides maintenance and material managers with a means to plan, acquire, organize, direct, control and evaluate the manpower and material resources expended or planned for expenditure in the support of maintenance.
Through the information collected an corrective and accomplished maintenance, and configuration changes performed, the following benefits are obtained: a. Standardization - achieve uniform maintenance standards and criteria. b. Efficiency - effective use of available manpower and material resources in maintenance and maintenance support efforts. c. Documentation - recording of maintenance and maintenance support actions to establish a material history. d. Analysis - provision to be used in the improvement of maintainability and reliability of systems and equipment, and the reduction of cost of material ownership. e. Configuration Status Accounting - a means of reporting and recording changes in what equipment is installed onboard, equipment configuration specifications, and shipboard location. e. Configuration Status Accounting - a means of reporting and recording changes in what equipment is installed onboard, equipment configuration specifications, and shipboard location.
Exercise primary responsibility for the effective operation and support of the Ships' 3-M System under their claimancy.
a. Maintain a full time 3-M staff of adequate size to properly administer the 3-M System. b. Provide qualified teams to conduct 3-M System training assists, installations, and assessments as required. c. Conduct appropriate review of the quantity and quality of 3-M data submitted (Technical Feedback Reports, MDS documents, etc.). Ensure accurate processing and prompt submission of 3-M data. d. Provide for adequate 3-M System training for personnel associated with maintenance or maintenance management. e. Conduct appropriate review of Casualty Reports (CASREPS), Safety Advisory and Mishap Reports, and Material Inspection reports. Where 3-M System deficiencies are evident, initiate corrective action.
Commanding Officer has overall responsibility for ensuring ship maintenance is accomplished following 3-M System procedures and that the 3-M System functions effectively within the command. Executive Officer the Ships' 3-M System manager and is responsible to the commanding officer for the overall management of the Ships' 3-M System program. The 3-M system coordinator is the functional manager of the 3-M System and is responsible to the executive officer for the coordination and direct supervision of all administrative facets of the Ships' 3-M System program. Each department head is responsible for the effective operation of the 3-M System within the department.
Maintenance personnel are responsible to the work center supervisor. Their 3-M System duties include, but are not limited to the following: a. Perform assigned scheduled maintenance requirements using MRCs, Tag Guide Lists (TGLs), and Equipment Guide Lists (EGLs) as indicated by the weekly schedule. b. When performing PMS, promptly notify the work center supervisor when: (1) Anything on an MRC is not fully understood, appears to be incorrect or cannot be accomplished as written. (2) Tools, materials, etc., prescribed by the MRC are not available. (3) Any doubt exists about capability, training, or experience to properly perform the MR as prescribed. (4) Factors exist which would make performance of the MR unwise or dangerous (e.g., disassembly of equipment needed for operations, radiation when prohibited, situations causing safety hazard to exist, etc.).
Maintenance personnel are responsible to the work center supervisor. Their 3-M System duties include, but are not limited to the following: a. Perform assigned scheduled maintenance requirements using MRCs, Tag Guide Lists (TGLs), and Equipment Guide Lists (EGLs) as indicated by the weekly schedule. b. When performing PMS, promptly notify the work center supervisor when: (1) Anything on an MRC is not fully understood, appears to be incorrect or cannot be accomplished as written. (2) Tools, materials, etc., prescribed by the MRC are not available. (3) Any doubt exists about capability, training, or experience to properly perform the MR as prescribed. (4) Factors exist which would make performance of the MR unwise or dangerous (e.g., disassembly of equipment needed for operations, radiation when prohibited, situations causing safety hazard to exist, etc.).
Maintenance personnel are responsible to the work center supervisor. Their 3-M System duties include, but are not limited to the following: a. Perform assigned scheduled maintenance requirements using MRCs, Tag Guide Lists (TGLs), and Equipment Guide Lists (EGLs) as indicated by the weekly schedule. b. When performing PMS, promptly notify the work center supervisor when: (1) Anything on an MRC is not fully understood, appears to be incorrect or cannot be accomplished as written. (2) Tools, materials, etc., prescribed by the MRC are not available. (3) Any doubt exists about capability, training, or experience to properly perform the MR as prescribed. (4) Factors exist which would make performance of the MR unwise or dangerous (e.g., disassembly of equipment needed for operations, radiation when prohibited, situations causing safety hazard to exist, etc.).
Ship divisions may have Chief Petty Officers who are responsible for two or more work centers. These Chief Petty Officers shall be referred to in this manual as "group supervisors." Group supervisors shall be responsible for the proper performance of the 3-M System functions within their respective work centers. The senior person will be designated as the work center supervisor, responsible for the effective operation of the 3-M System within the work center. This responsibility shall not be delegated to subordinate maintenance personnel. The work center supervisor shall receive 3-M System training.
Maintenance personnel are responsible to the work center supervisor. Their 3-M System duties include, but are not limited to the following: a. Perform assigned scheduled maintenance requirements using MRCs, Tag Guide Lists (TGLs), and Equipment Guide Lists (EGLs) as indicated by the weekly schedule. b. When performing PMS, promptly notify the work center supervisor when: (1) Anything on an MRC is not fully understood, appears to be incorrect or cannot be accomplished as written. (2) Tools, materials, etc., prescribed by the MRC are not available. (3) Any doubt exists about capability, training, or experience to properly perform the MR as prescribed. (4) Factors exist which would make performance of the MR unwise or dangerous (e.g., disassembly of equipment needed for operations, radiation when prohibited, situations causing safety hazard to exist, etc.).
Maintenance personnel are responsible to the work center supervisor. Their 3-M System duties include, but are not limited to the following: a. Perform assigned scheduled maintenance requirements using MRCs, Tag Guide Lists (TGLs), and Equipment Guide Lists (EGLs) as indicated by the weekly schedule. b. When performing PMS, promptly notify the work center supervisor when: (1) Anything on an MRC is not fully understood, appears to be incorrect or cannot be accomplished as written. (2) Tools, materials, etc., prescribed by the MRC are not available. (3) Any doubt exists about capability, training, or experience to properly perform the MR as prescribed. (4) Factors exist which would make performance of the MR unwise or dangerous (e.g., disassembly of equipment needed for operations, radiation when prohibited, situations causing safety hazard to exist, etc.).
Maintenance personnel are responsible to the work center supervisor. Their 3-M System duties include, but are not limited to the following: a. Perform assigned scheduled maintenance requirements using MRCs, Tag Guide Lists (TGLs), and Equipment Guide Lists (EGLs) as indicated by the weekly schedule. b. When performing PMS, promptly notify the work center supervisor when: (1) Anything on an MRC is not fully understood, appears to be incorrect or cannot be accomplished as written. (2) Tools, materials, etc., prescribed by the MRC are not available. (3) Any doubt exists about capability, training, or experience to properly perform the MR as prescribed. (4) Factors exist which would make performance of the MR unwise or dangerous (e.g., disassembly of equipment needed for operations, radiation when prohibited, situations causing safety hazard to exist, etc.).
1. Preventive maintenance actions are those actions intended to prevent or discover functional failures. Preventive maintenance includes actions taken to prevent equipment from failing, such as changing the oil, cleaning filters, calibrating, etc. 2. Corrective maintenance includes actions taken to fix equipment that has failed or is not working to design specifications. Included in the phrase "corrective maintenance" are authorized changes or modifications to installed equipment .
MRCs provide detailed procedures for performing maintenance requirements and describes who, what, how, and with what resources a specific requirement will be accomplished. MRCs contain the following information and instructions. (3-19) The EGL is used with a controlling MRC when the MRC applies to a number of identical items (i.e., motors, controllers, life rafts, valves, test equipment, small arms, etc.). Each listed item will have a unique identifier assigned. Each ship prepares its own EGLs. MIPs are prepared and issued for each installed system/equipment for which PMS support has been established. MIPs are basic PMS reference documents. Each is an index of a complete set of Maintenance Requirement Cards (MRCs) applicable to a ship system, subsystem, or equipment.
List of Effective Pages (LOEP). The LOEP provides a listing of the Maintenance Index Pages (MIPs) and system equipment not requiring PMS assigned to each work center. The LOEP is a part of the PMS Master file.
The PMS FBR is used to notify FTSCLANT/FTSCPAC and/or the TYCOM of matters related to PMS. The FBR form is composed of an original and four copies. Instructions for preparation and submission of the form are printed on the back of the last copy. While the FBR will provide initial PMS coverage and changes, submission of an OPNAV 4790/CK form is required to initiate the logistic support change process There are three types of FBRs: Category A, Category B, and Urgent. Work Center PMS Manual. The Work Center PMS Manual reflects that portion of the PMS Master File that contains only the planned maintenance requirements applicable to a particular work center. It is designed to provide a ready reference of planned maintenance requirements for the work center supervisor, and will be retained in the working area near the Weekly PMS Schedule. (3-12)
The PMS FBR is used to notify FTSCLANT/FTSCPAC and/or the TYCOM of matters related to PMS. The FBR form is composed of an original and four copies. Instructions for preparation and submission of the form are printed on the back of the last copy. While the FBR will provide initial PMS coverage and changes, submission of an OPNAV 4790/CK form is required to initiate the logistic support change process There are three types of FBRs: Category A, Category B, and Urgent. Work Center PMS Manual. The Work Center PMS Manual reflects that portion of the PMS Master File that contains only the planned maintenance requirements applicable to a particular work center. It is designed to provide a ready reference of planned maintenance requirements for the work center supervisor, and will be retained in the working area near the Weekly PMS Schedule. (3-12)
Weekly PMS Schedule The Weekly PMS Schedule displays the planned maintenance scheduled for accomplishment in a given work center. (3-64) The Quarterly PMS Schedule displays the work center's PMS requirements to be performed during a specific 3-month period. This schedule, updated weekly, provides a ready reference to the current status of PMS for each work center. This schedule represents a departmental directive and, once signed, may be changed only with department head approval. (3-57)
Weekly PMS Schedule The Weekly PMS Schedule displays the planned maintenance scheduled for accomplishment in a given work center. (3-64) The Quarterly PMS Schedule displays the work center's PMS requirements to be performed during a specific 3-month period. This schedule, updated weekly, provides a ready reference to the current status of PMS for each work center. This schedule represents a departmental directive and, once signed, may be changed only with department head approval. (3-57)
Cycle PMS Schedule The Cycle PMS Schedule (Figure 3-12) displays the planned maintenance requirements to be performed during the period between major overhauls of the ship, i.e., from the first quarter after overhaul to the next first quarter after overhaul. For ships in phased maintenance or similar incremental overhaul programs and other short industrial availability programs, the "first quarter after overhaul" is the quarter immediately following completion of the docking availability. Multi-month requirements need to be scheduled relative to the first quarter after overhaul. Any checks that have not been accomplished in this cycle period will be scheduled during the first quarter of the new cycle schedule. An example of such an availability is Docking Phased Maintenance Availability (DPMA). (3-50)
To maintain accountability, all maintenance personnel are required to sign, for the completion of assigned maintenance actions. All entries in the log shall be reviewed for completeness and accuracy weekly by the WCS. Accountability sheets will be maintained in the WC PMS Manual for a period of not less than 13 weeks.
Tag Guide List (TGL) The TGL or locally prepared-equivalent contains the information necessary for equipment tag-out incidental to PMS accomplishment. The TGL contains the number of tags required, location of tags, position of the tagged item (open, shut, off, on, etc.) and permission or notification requirements. Each ship prepares its own TGLs. (3-40) SYSCOM MRC Control Number. This block contains the four segment code used in cataloging MRCs which is located vertically along the lower right side of the MRC (3-34)
The Standard PMS Materials Identification Guide (SPMIG) Database provides part numbers and ordering information for material contained on Maintenance Requirement Cards (MRC) in the Test Equipment, Materials, Parts and Tools Block. This data is contained in a ACCESS database. Portable Electric/Electronic Test Equipment (PEETE) listed in the Test Equipment Index (TEI). All items are assigned a Sub-category (SCAT) code which groups test equipment models having the same test capability into one code.
This block contains the four segment code used in cataloging MRCs which is located vertically along the lower right side of the MRC (3-34)
Three SYSCOM MIP control numbering systems have been developed based on changing PMS philosophy and are currently in use. These are Conventional, Surface Missile System (SMS), and Reliability Centered Maintenance (RCM). (3-15)
IEM A modified maintenance program is needed to prevent equipment deterioration during inactive periods, when complete PMS support is neither desirable nor practical. The objective of IEM is to reduce PMS to the minimum during a prolonged inactive period commensurate with the disposition of the equipment, without degrading material condition, or jeopardizing future operational reliability. The following criteria outlines the requirements and scheduling information to complement established PMS when equipment status warrants a reduction in maintenance. (CHPT 4)
1. Technical bulletins containing information about the hazardous material 2. Shall be in English and contain at least the following information: a. Identity of material b. Hazardous ingredients c. Physical and chemical characteristics
Physical hazards (fire, explosion, reactivity) Health hazards (routes of entry, exposure limits, and cancer potential) Precautions for safe handling & use Emergency first aid procedures MSDS preparation date Name, address & phone number of chemical manufacturer, importer, employer who can provide additional information
Divided into 22 groups Each section contains information on Control measures Precautions Health hazards Spill controls Disposal guidelines
PMS Safety Precautions The necessity of making all personnel safety conscious cannot be overstressed. Accidents do not respect persons or rights. Statistics show that a high percentage of accidents or casualties could have been prevented if specific precautionary measures had been taken. Every effort has been made to indicate hazards to personnel in the "Safety Precautions" block and in the appropriate steps of the procedure block of MRCs. WARNINGS WILL BE INSERTED IMMEDIATELY PRIOR TO THE APPROPRIATE PROCEDURAL STEP. However, common sense, thorough indoctrination, and documented training of all personnel maintaining and operating shipboard equipment is required. Inadequacies in the MRC which might affect the safety of personnel or equipment shall be reported by an Urgent PMS FBR. (3-96)
MRC’s provide detailed procedures for performing maintenance requirements and describes who, what, how, and with what resources a specific requirement will be accomplished. Technically validated cards are white.
1. Are provided by the SYSCOMs via FTSCLANT/FTSCPAC to provide the ship with advance coverage for use while the MIPs/MRCs are undergoing final technical review. 2. Preliminary MIPs are identified by a "P" code and number following the slash of the SYSCOM MIP control number reflecting the revision. Following the "P" code are two characters which identify the month and year the preliminary MIP was prepared 3. Preliminary MIPs/MRCs are technically reviewed/approved by the cognizant SYSCOMs/BUMED. The approved MRCs will be provided following approval with the next update.
1. When MRCs are classified, an unclassified locator card (see Figure 3-9) is provided. The locator card duplicates the information in all of the MRC blocks except the procedures block, and includes one of the following statements: "Maintenance procedure with the requirement is CONFIDENTIAL. Maintenance Requirement Card is stowed in____________ .” "Maintenance procedure with the requirement is SECRET. Maintenance Requirement Card is stowed in __________. 2. Maintenance Requirement Card is stowed in .“ The classified MRC is printed on pink stock with the classification indicated at the top and bottom of each page. Classified MRCs will be handled per reference (b). Refer to reference (c) for the handling procedures for classified information on compact discs.
Periodicity codes And the intervals of accomplishment
The only authorized periodicities are as follows: Periodicity Codes D - Daily Q - Quarterly 2D - Every 2nd day 4M - Every 4th month 3D - Every 3rd day S - Semiannually W - Weekly 8M - Every 8th month 2W - Every 2nd week A - Annually 3W - Every 3rd week xM - Every x months M - Monthly "x"= number of months 2M - Every 2nd month
R - Situation Requirement U - Unscheduled Maintenance LU - Lay-Up PM - Periodic Maintenance SU - Start-Up OT - Operational Test
The PMS FBR is used to notify FTSCLANT/FTSCPAC and/or the TYCOM of matters related to PMS. The FBR form is composed of an original and four copies. Instructions for preparation and submission of the form are printed on the back of the last copy. While the FBR will provide initial PMS coverage and changes, submission of an OPNAV 4790/CK form is required to initiate the logistic support change process There are three types of FBRs: Category A, Category B, and Urgent. Work Center PMS Manual. The Work Center PMS Manual reflects that portion of the PMS Master File that contains only the planned maintenance requirements applicable to a particular work center. It is designed to provide a ready reference of planned maintenance requirements for the work center supervisor, and will be retained in the working area near the Weekly PMS Schedule. (3-12)
The PMS FBR or TFBR is used to notify FTSCLANT/FTSCPAC and/or the TYCOM of matters related to PMS.
Category A -- This type of FBR is non-technical in nature and is intended to meet PMS needs which do not require technical review. Category A FBRs are submitted to request classified or other PMS documentation which cannot be obtained locally.
Category B -- This type of FBR is technical in nature, and is used to report: 1. Technical discrepancies inhibiting PMS performance. 2. Shift of maintenance responsibilities. 3. TYCOM assistance.
1. When the reason for submission of a PMS FBR involves safety of personnel, ship, or potential for damage to equipment and relates to the technical requirements of PMS, the FBR will be considered URGENT. 2. When the reason for submission of a PMS FBR involves safety of personnel, ship, or potential for damage to equipment and relates to the technical requirements of PMS, the FBR will be considered URGENT. 3. The message shall describe the unsafe procedures or conditions, and shall identify the MIP/MRC involved.
LOEP AND THE MIP MIP TO MRC’S EGL’S AND MRC’S TGL’S AND MRC’S CHANGE PAGE TO LOEP
List of Effective Pages (LOEP). The LOEP (Report No. PMS 5) provides a listing of the Maintenance Index Pages (MIPs) and system equipment not requiring PMS assigned to each work center. The LOEP is a part of the PMS Master file and contains: (1) Report Date (Date LOEP produced). (2) Force Revision (FR) Number. (3) Type Commander (TYCOM). (4) Unit (Ship's hull number, Unit Identification Code (UIC), and name); shore activity (UIC). (5) Work Center (listing of work centers within each department). (6) Maintenance Index Page (MIP) Number. (7) Nomenclature (brief description of the system/equipment).
1. The EGL is used with a controlling MRC when the MRC applies to a number of identical items (i.e., motors, controllers, life rafts, valves, test equipment, small arms, etc.). 2. Each listed item will have a unique identifier assigned. Each ship prepares its own EGLs.
The TGL contains the information necessary for equipment tag-out incidental to PMS accomplishment. The TGL contains the number of tags required, location of tags, position of the tagged item (open, shut, off, on, etc.) and permission or notification requirements. Each ship prepares its own TGLs. TGLs are prepared and used as regulated by Tag-Out Users Manual (TUMS).
MIPs are prepared and issued for each installed system/equipment for which PMS support has been established.MIPs are basic PMS reference documents. 2. Each is an index of a complete set of Maintenance Requirement Cards (MRCs) applicable to a ship system, subsystem, or equipment.
1. Warning: Death or injury may result if the operating/handling procedures and practices are not correctly followed. Warning text may be listed in the safety precautions‘ block and will be repeated preceding the procedure involved. 2. Caution: Damage to equipment may result if the operating procedures and practices, etc. are not correctly followed. Cautions are not listed in safety precautions block but will precede the instruction for the procedure involved.