RELIABILITY PROGRAM

Purpose Reliability Program

The objective of the program is to control and maintain components, systems, and aircraft within acceptable levels of
airworthiness, operation and economics.

The reliability program may result in the escalation or deletion of a maintenance task, as well as the de-escalation or
addition of a maintenance task.

Thus, it is a tool for monitoring the effectiveness of aircraft maintenance program, AMP.

Reliability is the probability that a part, assembly, or system,

 will perform its intended function,

 under specified conditions without failure

 for specified amount of time.

AMP Effectiveness

 Capable of achieving the desired result.

 An indicator of scheduled maintenance effectiveness is the availability of the aircraft for flight or operations.

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UNRELIABLE

REFERENCES
• LYCAA , AMC & GM, Part M/Continuing airworthiness requirements, AMC M.A. 301(4), Appendix 1 (6) & 302 (f) .

• FAA AC No: 120-17B

• APPLICABILITY

Refer to Appendix I to AMC & GM ,PART M appendices, a reliability program should be developed in the following cases:
(a) The aircraft maintenance program is based upon MSG-3 logic;

(b) The aircraft maintenance program includes condition monitored components;

(c) The aircraft maintenance program does not contain overhaul time periods for all significant system components;

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(d) When specified by the Manufacturer’s MPD or MRB.

(e) The requirement for a reliability program is irrespective of the CAMO fleet size.

(f) When the amount of available data is very limited (small fleet), the CAMO engineering judgment is then a vital
element.

(g) A small fleet of aircraft is a fleet of less than 6 aircraft of the same type.

• “FOR MORE INFORMATION ABOUT THE REQUIREMENTS SEE REFERENCED APPENDIX I to AMC M.A.302 CONTENT OF THE
MAINTENANCE PROGRAMME, PARAGRAPH 6. RELIABILITY PROGRAMMES”.

COMPETENCY TRAINING

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Reliability Program Management and Administration

Main Parts of an Operator’s Reliability Program. The elements of an operator’s reliability program are typically:
• A data collection system,
• A performance standards system,
• Analysis and recommendation,
• Internal approval and implementation, and
• A reporting and display format.

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Information Sources and Collection

Pilot Reports/Maintenance Reports

Pilot reports, (PIREPS) are reports of occurrences and malfunctions entered in the Aircraft Technical Log Book by the flight
crew. PIREPS are among the most significant sources of information, since they are a direct indication of aircraft reliability as
experienced by the crew.
Line Maintenance Reports (MAREPS) are entered in the Aircraft Technical Log Book by the maintenance staff.
Base Maintenance Reports (MAREPS) are issued usually in the form of Defect or Repair job cards. The information provided
includes the following data:
- Date
- Aircraft identification (tail number/registration)
- Flight Number
- ETOPS flight flag if applicable
- Station
- ATA (2 digits)
- Flight phase
- PIREP/MAREP description
- Action/Rectification
Log book entries given for information only (i.e: cat II landing performed, execution of schedule jobs, company
information, wear and tear items that do not lead to a dispatch delay) should not be counted as a PIREPS or MAREPS in
the database.

Aircraft Utilization

The information provided regarding Aircraft Utilization includes the following data:
- Date
- Aircraft identification (tail number/registration)
- Flight number
- Flight time
- Cycles
- Flight nature (Revenue, ferry, training, ...)
- ETOPS leg (if applicable)
Operational Interruptions

Aircraft Operational Interruptions (delays, cancellations, diversions, in-flight turn-backs,

return to ramp) resulting from technical defects are reported daily by the line maintenance .
Each report gives the cause of delay and clearly identifies the system or component in which
the defect occurred.
The information provided includes the following data:
- Date
- Aircraft identification (tail number/registration)
- Flight Number
- ETOPS flight flag (if applicable)
- Station

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- ATA (4 digits)
- Flight phase
- Operational Interruption type (delay, cancellation, diversion, in-flight turn-back, return to ramp)
- Delay duration
- Operational Interruption description
- Action/Rectification

Technical Incidents

The Technical Incident monitoring is important in order to identify problems affecting

airworthiness and potentially affecting safety of operations.
The definition of a Technical Incident. The information provided includes the following data:
- Date
- Aircraft identification (tail number/registration)
- Flight Number
- Station
- ATA (4 digits)
- Flight phase
- Technical Incident description
- Action/Rectification

In-Flight Shut Downs (IFSD)

Flight crew reports of engine shutdowns include details of the indications and symptoms prior to shutdown. IFSD rates
provide an overall measure of propulsion system reliability.
In-Flight Shut Downs are reported by the Flight Crew in the a/c Technical Log Book.
The information provided includes the following data:
- Date
- Aircraft identification (tail number/registration)
- Engine identification
- Flight Number
- ETOPS flight flag
- ATA (4 digits)
- Flight phase
- IFSD description (including indications and symptoms before shutdown)
- Action/Rectification

Engine Parameters (Engine Condition Monitoring)

The information provided regarding Engine Parameter includes the following data:
- Engine changes (scheduled/unscheduled)
- Engine identification (serial number)
- IFSD rate
- Engine Condition Monitoring (ECM) exceedances (if any)
- Engine Condition Monitoring (ECM) EGT, N1, N2, FF margin
- Engine oil consumption survey

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Component Removals

The information provided regarding Component Removals includes the following data :
- Date
- Aircraft type
- Component Location
- P/N out, S/N out; P/N in, S/N in
- Airframe hours/cycles at removal
- Component hours/cycles since new/overhaul/repair/calibration
- Reason for removal code (Scheduled/Unscheduled/Convenience)
- Reason for removal description

Component Confirmed failures

With the exception of self-evident cases, each Unscheduled Removal Report is followed by a
workshop report in which the reported defect is confirmed or denied.
Trouble shooting is validated by assuring that the MTBUR rate and the MTBF rate do not
differ by more than a factor of 2 or 3. If this factor is exceeded, then trouble shooting
procedures should be reassess and initiate corrective action where needed.
The information provided includes the following data:
- Date
- P/N, S/N
- Detailed shop findings with “No Fault Found” indication

Aircraft Deferred Defects

An Aircraft Deferred Defect is an inoperable system or component, which does not require an immediate corrective action
according to MEL, and may therefore be deferred until the next maintenance opportunity.
The monitoring of Aircraft Deferred Defects results in general in launching correctives actions in the following areas :
additional spare provisioning, review of transit time, additional manpower.
The information provided includes the following data:
- Date
- Aircraft identification (tail number/registration)
- Flight Number
- Description of the technical snag, reason for deferral
- MEL reference
- Code (No spare, No Manpower, No tools ...)

Safety Reports

Safety reports related to the A/C Airworthiness and received from Safety Section which are reported down by the flight
crew and/or by the download of Aircraft Integrated Data System (AIDS) through PCMC1A. The subsequent AIDS standard rep
orts are defined:

- Engine Cruise Report

- Cruise Performance Report
- Engine Take-Off Report

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- Engine Report O/R
- Engine Gas Path Advisory Report
- Engine Mechanical Advisory Report
- Engine Divergence Report
- Engine Start Report
- Engine Run Up Report
- APU MES/IDLE Report
- APU Shutdown Report
- ECS Report.

Maintenance Check Findings

Reported maintenance findings during routine checks to be collected within the reliability report period and may include:

The information provided includes the following data:

- Date
- Aircraft identification (tail number/registration)
- Station
- ATA (2 digits)
- Action/Rectification

Task’s Source Restrictions

Examples where restrictions exist include, but are not limited to:

1) Airworthiness Directives (AD),

2) Certification Maintenance Requirements (CMR),

3) Airworthiness limitations (AL),

4) Fuel Tank Safety (FTS) tasks,

5) Structural sampling periods imposed by the Maintenance Review Board (MRB),

6) Critical design configuration control limitations (CDCCL),

7) Deleting MSG-3 Failure Effect Code (FEC) 5 and 8 tasks.

Display of Information

In CAMO/Reliability activity periodic reports, the collected information may be displayed

 graphically or in a
 tabular format or a
 combination of both

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The CAMO/Reliability Activity will ensure that information collected and information display are adequate to ensure that any
 alert,
 adverse defect rate,
 trend or
 apparent reduction in failure resistance is identified for specialized attention.

Performance Standards

 A performance standard is expressed numerically, as a number, rate, ratio, or percentage.

 It may be calculated by the number of events occurring in a specified operating period expressed in flight cycles, flight-
hours, operating hours(ENGINE & APU), or calendar-time.
Performance standards are used to identify an acceptable measure of reliability in terms of:
 system or component failures,
 pilot reported mechanical irregularities,

 operational delays and cancellations,

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 scheduled maintenance findings,

 or some other event which serves as the basis for the standard.

the program should include procedures for periodic review and adjustment of the standards, as well as detailed
procedures for monitoring new fleet types until sufficient operating experience is available for computing a
performance standard. Acceptable performance standards should be adjustable based on your operational experience,
as well as the effects of fleet age, operational, seasonal, and environmental considerations. Performance standards
should be associated with the specific aircraft system as related to the data types being measured.

Performance Standards may include the following:

 number of pilots’ complaints per 100 flights;

 number of technical delays above 15 min and
 cancellations per 1000 flights;
 number of component replacements per 1000 component flight hours;
 number of unscheduled component replacements per 1000 component flight hours;
 number of engine in-flight shut downs per 1000 engine hours;
 number of unscheduled engine changes per 1000 engine hours;
 repetitive pilots’ complaints;
 significant findings during scheduled base maintenance events.

Analysis and Interpretation

Reliability activity will analyze and interpret the data, such as to enable to measure the performance of the items controlled
by the program. This may involve:
- Comparisons of operational reliability with industry and manufacturer standards of similar equipment and aircraft
types,
- Analysis and interpretation of trends,
- The evaluation of repetitive defects,
- Other methods of assessment .
Also the following to be considered during analysis and interpretation:

- Flight defects and reductions in operational reliability,

- Defects occurring on-line and at main base,
- Deterioration observed during routine maintenance,
- Workshop and overhaul facility findings,
- Modification evaluations,
- Sampling programs,
- The adequacy of maintenance equipment and publications,
- The effectiveness of maintenance procedures,
- Staff training,
- Service bulletins, technical instructions, etc.

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Statistical Evaluation and Qualitative Evaluation

Reliability Performance Monitoring is based on reliability parameters trend follow-up with comparison to
 ALERT levels and to
 GOAL levels.
The purpose of such system is to allow the monitoring of aircraft operation, to identify bad performance and to take
appropriate measures in order to recover acceptable performance.
When the fleet size is small (less than 6 aircraft of the same type), the amount of available data can be very limited so that
statistical calculation simply reveal that enough statistical data is missing.
In such case engineering judgment (QUALITITAVE) is necessary to evaluate all events and to discriminate an artefact from an
actual need for a corrective action. This approach is a qualitative assessment and is also called an “event oriented” approach
in which all monitored parameters/events have an engineering judgment by the engineering specialist.

Statistical Evaluation

When the rate of a monitored parameter exceeds the alert level, an investigation will be carried out to determine the cause
and corrective action will be proposed to restore an acceptable rate.

Actions may also be proposed to reach goal levels.

Techniques for Determining Deviations From Standards

An operator may elect to use one or a combination of the techniques listed (refer to AC_120-17B), Techniques for
determining deviation of Performance Standards.

The technique it should be proactive and should be capable of identifying

 emerging and,

 current operational problems, that may need to correct.

An effective method will result in relevant and meaningful data from which potential, emerging, and real-time deficiencies
can be identified, analyzed, and addressed:

 Alert-Based Programs.
 Trend Monitoring Programs.

 Index-Based Programs.
 Event-Based Programs.

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Alert-Based Programs.
 The purpose of an alert level is to identify significant deviations from a previously acceptable standard of performance.

 The level should not be set so high that a major increase in the failure rate does not produce an alert, nor so low that the
normal distribution of failures results in excessive alerts.

 The actual alert level will therefore normally depend on the distribution or “scatter” observed in the failure rates of the
system under review.

 The following are examples: Chronic aircraft system alerts - Component removal alerts - Delay and cancellation alerts .

I. Alert Value (System or Component)

σ = [Σ( Υ − Ῡ )²/ n ]
n = number of months
Y = monthly rate
Ῡ = Average monthly rate for the last n months = ΣY/n
σ is the standard deviation
Then the alert level value is:
AL = Ῡ + k σ k is usually set at 2, 2.5 or 3
II. Dispatch Reliability = (Number of Delays + Number of Technical Incidents) on Period*100/Revenue Flights on
Period

Trend Monitoring Programs

 As data is prepared and a running graphical or tabular display of current performance, these data represent
trends as well as out-of-limits conditions.
 Aircraft systems performance data is usually reinforced by reports of component removals or confirmed
failures.
 The choice of units of measurement (e.g., hours vs. cycles) is not critical, provided that they are constant
throughout the operation of the program and are appropriate to the type and frequency of the events or
conditions being recorded.
EXAMPLES: Exhaust gas temperature (EGT) - exceedances/trends (Engine Monitoring) - Aircraft Health Monitoring
data - Fuel, oil, hydraulic fluid consumption - Maximum continuous thrust (MCT) margins - (Extended Operations
(ETOPS)requirement).

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Index-Based Program

 This method involves a composite index created and presented using multiple data types(e.g., pilot reports,
delays/cancellations, or routine task findings).
 The data should be correlated to a specific aircraft system/subsystem to produce a performance ranking relative
to all systems/subsystems being monitored.
EXAMPLES: Ranking of worst-performing aircraft systems/subsystems - Routine task findings - Minimum equipment
list (MEL) management program effectiveness.

Event-Based Programs

 An event-based program monitors and develops recommendations in response to specific operational events.
 Event-based programs may be used by any size of organization and applied to any size of fleet.
 This technique should have sufficient amount of data input in order to have the capability of analyzing the data
to arrive at meaningful and actionable conclusions.
 Much of the information collected to assist in the day-to-day operation of a maintenance program may be
effectively used as a basis for this type of continuous mechanical performance analysis.
 As a measure of maintenance schedule effectiveness, some data types are better suited for event-based
programs than others.
Events having safety implications or significant operational and/or cost impact, regardless of the number of
occurrences, should be investigated.
EXAMPLES: In-flight shutdowns - Air turnbacks/diversions - Cancellations.

Corrective Actions

Corrective actions shall correct any reduction in reliability of the Aircraft Maintenance Programme :
(a) Changes to maintenance, operational procedures or techniques.
(b) Maintenance changes involving inspection frequency and content, function checks, requirements and time
limits, which will require amendment of the scheduled maintenance periods or tasks in the approved
maintenance programme. This may include escalation or de-escalation of tasks, addition, modification or deletion
of tasks.
(c) Amendments to approved manuals (e.g. AMM, AFM).
(d) Initiation of modifications.
(e) Special inspections of fleet campaigns.
(f) Spares provisioning.
(g) Staff training.
(h) Manpower and equipment planning.

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ALERT NOTIFICATION

 If any reduction in reliability of the Aircraft Maintenance Programme reveal, an Alert, notification will be prepared by
CAMO/Reliability.

The Alert Notification must contain the following information:

- a sequence number
- a revision number
- the date of the alert notification
- the status
- the name of the person(s) in action with the target data for their response a precise description of the Alert
Notification with all the pertinent references :
- Type of Alert
- Aircraft concerned
- title/subject
- ATA chapter
- alert source (may be a graphical or table presentation)
- statistical pre-analysis
- analysis summary / action history
- status of the alert (open/closed/pending)
- all other interesting information

Root Cause Analysis of Variations From Performance Standard

 An analysis should be performed and documented in response to the triggers defined in performance standards system.

In addition to the data types identify, root cause analysis should also consider other aspects of operation such as:

1. Associated flight defects and reductions in operational reliability;

2. Timing: defects occurring or discovered at line and main bases; in-flight vs. ground operations;
3. Deterioration observed during routine maintenance;
4. Post-heavy-maintenance findings;
5. Service bulletins and modification evaluations;
6. Adequacy of maintenance equipment;
7. Technical publications and instructions;
8. Staff training (Competency Training);
9. Effects of variation in utilization (high/low);
10. Effects of seasonality; and
11. Fleet commonality

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SIGNIFICANT FINDING

A significant finding is a maintenance record considered directly related to the task being analyzed that indicates a functional
failure or significant degradation/wear has occurred. These are primary analysis concerns.

Examples :

1. Systems that:

• Affect airworthiness or safety on the ground or in flight.

• Are undetectable or unlikely to be detected during operations.

• Have significant operational impact.

• Have significant economic impact.

2. Structures that:

• Affect airworthiness or safety on the ground or in flight.

• Have reportable defects under the Service Difficulty Reporting (SDR) system.

• Have Level 2 corrosion.

• Have Level 1 corrosion found other than at the scheduled maintenance interval.

Reliability Control Program (RCP)

Reliability Control Program (RCP) supplements the overall maintenance program for maintaining aircraft in a continuous state
of airworthiness. The maintenance program ensures that the right type of work is performed at an appropriate time to
prevent deterioration, the Reliability Control Program ensures:
· that the need for corrective action is recognized,
· what corrective action is needed,
· that the corrective action is established,
· that the effectiveness of the corrective action is determined in order to restore and improve the aircraft’s inherent level of
reliability.
The objective of the program is to control and maintain components, systems, and aircraft operated by operator within
acceptable levels of airworthiness, reliability and economics. The reliability programme may result in the escalation or
deletion of a maintenance task, as well as the de-escalation or addition of a maintenance task.
Reliability Control Program is an event reporting system based on performance values or alert values. The program provides a
system of:
- data collection and analysis of the reliability of systems, structures, engines, APU and components;
- assessing the effectiveness of maintenance program on a continuous basis.

RELIABILITY CONTROL BOARD “RCB”

The Reliability Control Board (RCB) has the overall responsibility for the effective implementation and operation of the
Reliability Control Program. Members of the RCB are:

- Technical Manger.

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- CAMO Manger
- CAMO/Engineering Manager.
- CAMO/Reliability Unit Manger
- Dedicated Line Maintenance Engineer.
- Quality.
- Flight Ops.
- Safety Department.
The RCB will meet once each three months and yearly to discuss the quarterly and yearly reports.

To this RCB meeting are also invited the LYCAA representative.

The RCB will also meet yearly to discuss the annual report with Quality. To this RCB meeting are also invited the LYCAA
representative and Flight Ops.
LYCAA have to receive copies of RCB meeting minutes and periodic reliability reports. LYCAA have to be informed in advance
about date, time and place of scheduled RCB meeting, at which it can decide to participate at their own discretion.
Minutes of meeting to be written and distributed to the participants.

Documentation within the RCP should ensure to include standards for determining time limitations contain the following:

1. A general description of the reliability program, including definitions of (or reference to) significant terms used in the
reliability program.
2. The application of the reliability program by aircraft fleet type and model.
3. Procedures and standards for data collection and ensuring applicability/data quality.
4. The organizational responsibilities, training, and experience requirements.
5. Duties and responsibilities for personnel who perform program requirements. This includes personnel such as those who
monitor performance standards or alert/event levels, analyze operational data, and board members or personnel who
perform decision-making functions.
6. The procedures for monitoring and revising the performance standards.
7. Data analysis methods.
8. The corrective action recommendation process, including approval and implementation.
9. Reports used or generated, and the frequency.

10. Standards and procedures for adjusting time limitations.

11. Description or references to forms unique to the reliability program.
12. Management and administration procedures, including reliability program revision process.
13. Requirements or references to self-audits and other monitoring procedures for the performance and effectiveness of the
reliability program.
14. Description or organizational chart of reliability program organizational authority and delegation. The administration of a
reliability program generally requires a board or other organizational body within an operator’s maintenance
organization. This board should be comprised of experienced and competent personnel with decision-making authority to
approve changes to the operator’s maintenance schedule.

Reliability Control Program (RCP) Evaluation and Review

The Reliability Control Program runs on a continuous basis and the effectiveness of the program as a whole is under the
responsibility of the CAMO Department.

An annual review of the “reliability standards” or “alert levels” and the program basis (event oriented or statistical approach)
will be carried out taking into account at least, but not limited to, the following:

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(a) Utilization (high/low/seasonal).

(b) Fleet commonality.

(c) Alert Level adjustment criteria.

(d) Adequacy of data.

(e) Reliability procedure audit.

(f) Staff training.

(g) Operational and maintenance procedures.

END

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