This document discusses aircraft maintenance programs and enhancing them for specific operators. It describes developing a customized maintenance program (CMP) by analyzing control elements like utilization and reliability reports. A CMP case study for SVA B747-400s is presented, showing a CMP reduced costs by 23% while improving availability. The document also describes supplementing structural inspection documents into maintenance programs, noting SVA achieved a 64% integration rate and $1.85 million in savings for its B747 fleet.

1. Aircraft Engineering
Aircraft Maintenance Program
Enhancement
By
Ba-Dawood, M

2. Aircraft Engineering
Aircraft Maintenance Objective
SAFETY RELIABILITY
PROFITABILITY
MINIMUM COST
TO MAINTAIN THE AIRCRAFT'S INHERENT
LEVEL OF SAFETY AND RELIABILITY AT
THE MINIMUM COST TO ACHIEVE
POSITIVE PROFITABILITY.

3. Aircraft Engineering
Aircraft Maintenance Types
• Corrective Maintenance
Lowe Level (A-Check)
Mid Level (C-Check)
Heavy Level (D-Check).
• Preventive/schedule
Maintenance

4. Aircraft Engineering
Preventive Maintenance
Generated from
 Maintenance Review Board Requirements
“MRBR”.
 Maintenance Planning Document “MPD” .
 Operator Unique Requirements.
MRBR MPDOUR
PM
Generic
Maintenance
Program

5. Aircraft Engineering
Generic Maintenance Program
Generic Program is
 Made for most operators.
 Can be implemented instantly (pre-approved).
 Gives no advantage for low-mid utilization.

6. Aircraft Engineering
Aircraft Maintenance Program
1200 2000 2750 3500 4250 5000
Cost
Utilization/Yr
B
A
C
E
D
F
Differences
Fleet utilization VS Cost
Generic M.P

7. Aircraft Engineering
Tactics Used For Program Enhancement
• Escalation of
Scheduled
Check Intervals.
Existing
Sup Sup Sup
“C”
“D”
• Integrating of
Supplement into
Existing Tasks.

8. Aircraft Engineering
Customized Maintenance Program
C.M.P tailored for a specific operator can be
developed based on evaluation of control
elements .
OPRT REGLMNFT
CMP

9. Aircraft Engineering
Control Elements
 Fleet average utilization.
 Reliability and aircraft incidents reports.
 Unscheduled component removals.
 Schedule interruptions.
 Non-routine events.
 Other Operator experience (Benchmarking)

10. Aircraft Engineering
Evaluate MP
Project Flowchart
yes
No
No
No
yes
yesyes
No
Improvable? CMP Proposal Discuss with ENG CMP Int.
feasible?
GACA
acceptance
Work plan
agreement
Data
Gathering
Official FR
Final
CMP
feasible?
Generate
MSD generate E.J.R.
Maintain Existing MP
E.J.R.
accepted?
Review each item
Update TIS
GACA approval
CMP
implementation

11. Aircraft Engineering
Analysis of Control Elements
Should show no evidence that would prevent
the customized program extended /
adjusted intervals in the System, Structural
and Zonal tasks.

12. Aircraft Engineering
C.M.P Requirements
Must prove no significant increase of the
followings:
Mechanical delay
System malfunction
Component degradation
Non-routine events.

13. Aircraft Engineering
0 1 2 3 4 5 6 7 8
Generic Program IntervalsCustomized Program Intervals
SVA B747-400 Project
• “C” check escalated from 18 months to 24 months.
“C” “C” “C” “C”“D”
• “D” check escalated from 6 years to 8 years.

14. Aircraft Engineering
SVA B747-400 Project
Maintenance cost reduced by 23%
Out Of Service time reduced by 21%
Fleet availability increased by 31 days/year
Approximate total saving is $2.25 M / year.

15. Aircraft Engineering
Integration of Supplemental
Structural Inspection Documents
(SSID) With Maintenance Program

16. Aircraft Engineering
TOPICS
SSID BACKGROUND
 INTEGRATED TASKS RELATIONSHIP
 SUMMARY
ACHIEVEMENTS
 SSID INTEGRATION METHODOLOGY

17. Aircraft Engineering
SSID
SSID BACKGROUND
Maintenance Program
SVA
uniqueCMP EOs
SVA
Maintenance
Program
ALI
Supplement
MSD
Airworthiness
Limitation Inspection
Supplemental
Structural
Inspection

18. Aircraft Engineering
SSID BACK GROUND CONT.
 Supplemental Programs are mandatory
requirements for continuous Airworthiness
of aged fleets that operate beyond their
own Design Service Objective (DSO).
A300-600 beyond 30,000 F/C ALI
B747 beyond 20,000 F/C SSID

19. Aircraft Engineering
SSID INTEGRATION METHODOLOGY
SSID
MSD
ZONE INTRVL
INSP.
METHOD
Defined Variable
Defined N/A
PROGRAM DTR
Variable
DefinedDefined
Defined

20. Aircraft Engineering
SSID INTEGRATION METHODOLOGY

21. Aircraft Engineering
DTR
1
+
7
=
8

22. Aircraft Engineering
SMR
(100 tasks)
EMR
(400 Tasks)
INTEGRATED TASKS RELATIONSHIP
Integrated
(430 tasks)
EMR
(400 Tasks)
SMR
(100 tasks)
70 Tasks
Integrated

23. Aircraft Engineering
INTEGRATION RELATION 1 TO 1
SSID
MSD

24. Aircraft Engineering
INTEGRATION RELATION 1 TO MANY
SSID
MSD
1
MSD
2
MSD
3

25. Aircraft Engineering
INTEGRATION RELATION MANY TO 1
MSD
SSID
1
SSID
2
SSID
3

26. Aircraft Engineering
INTEGRATION RELATION MANY TO MANY
SSID 1
SSID 2
SSID 3
MSD 1
MSD 2
MSD 3

27. Aircraft Engineering
SUMMARY
- 64% of SSID Task cards requirements are
integrated into existing maintenance
Integrated 64%Remaining 36%

28. Aircraft Engineering
SUMMARY
- SSID Pre Integration cost was
- SSID Post Integration cost is
$ 160,000 / Airplane
$ 57,000 / Airplane

29. Aircraft Engineering
Total SSID Integration saving for
B747-100/200/300 fleet is
$ 1,854,000

30. Aircraft Engineering
Conclusions
• Published programs are generic.
• C.M.P’s are tailored for a specific customer.
• C.M.P must be approved.
• Analysis of Control Elements is essential.

31. Aircraft Engineering
 C.M.P requirements must be met.
 C.M.P’s are economical.
 SVA creates and implements C.M.P’s for
other fleet types.
Conclusions (Cont.)

32. Aircraft Engineering
 Supplemental Requirements are mandatory
for aged fleets.
 SVA is the 1st B747-Clasic operator to
integrate SSID in the world.
 SSID integration is VERY economical.
Conclusions (Cont.)

33. Aircraft Engineering
Closure
Sufficient Enhanced Maintenance
Programs must maintain aircraft’s
inherent level of safety and
reliability at the minimum cost.

34. THANK YOU