ASSIGNMENT # 2

PROFESSIONAL PRACTICE

Farhan Ali Sher

Maintenance Review Board Report is a document intended for use by air carriers. It contains the
initial minimum scheduled maintenance and inspection requirements for a particular transport
category aircraft and on-wing engine program. Air carriers use the MRB report and its associated
requirements to develop maintenance programs.
The Industry Steering Committee (ISC) comprises operators, manufacturers, and regulators who
follow the guidance outlined in Advisory Circular AC 121-22A , based on use of ATA MSG 3
methodology to develop the scheduled maintenance program for a given aircraft systems structure
and engines which results in the maintenance Review Board Report (MRBR). The MRBR is used
as the source document for the MPD.
The ISC, are tasked with developing and establishing the policy for the development of the MRBR
proposal and participate in the review and approval process of the ISC. The document is termed
the Policy and Procedures Handbook PPH. The Maintenance Planning Document (MPD) contains
all the MRB requirements together with the mandatory scheduled maintenance requirements. After
“proof of concept” with the accumulation of reliability data it is quite common for MRBR tasks to
receive interval escalation. (Note that “Mandatory” Airworthiness Limitation Section (ALS) may
only be escalated with the permission and concurrence of the applicable airworthiness authority)
Maintenance Review Board Report (MRBR) tasks are all derived from the ATA
Airline/Manufacture Maintenance Program Planning Document using MSG-3 analysis also listing
their MSG-3 Failure effect categories and intervals. Supplemental inspection tasks derived outside
of the MRB process are detailed in the aircraft’s Certification Maintenance Requirement (CMR)
and Airworthiness Limitation (AWL) documents. The MPD has all the tasks from the MRBR, plus
other tasks over the years which the airframe and engine manufactures suggest or recommend that
an operator should carry out. The MPD will also include SB inspections and some AD tasks if
there is no terminating action for the AD. The MPD will also include tasks from the CMP (ETOPS
manual). Section 9 (Boeing) and Section 5 (Airbus) of the MPD has all the mandatory inspections
for systems and structure together with the new fuel AWLs listed. The MPD contains additional
planning information for example man hours. Development of the MPD continues unabated as
long as the aircraft remains in service.
The Airframe, Engine and Component Manufacturers work with an Industry Steering Committee
to improve the cost efficiency and effectiveness of the maintenance tasks based on accumulation
and analysis of maintenance data by the operators. Operators are responsible for the effectiveness
of their maintenance program and welcome opportunities to escalate their scheduled maintenance
programs based on MRBR source data.
Typically improvements are developed to optimize the content and interval of maintenance tasks
whilst maintaining inherent safety and reliability and delivering cost inefficiencies. Improvements
are based on Manufactures analysis of in-service data collected from the worldwide fleet. All
improvements are reviewed and approved through an industry process involving TCH, operators,
and regulatory agencies.
Q2)Is maintenance a dynamic process? Discuss
Aviation is a dynamic process. The ‘dynamic’ component of safety auditing concerns the
integration of the safety performance monitoring and measurement component into the SMS, by
means of monitoring safety performance indicators (SPIs). This part of safety auditing is
considered dynamic because it liaises directly with the ‘live’ component of the SMS.
Auditing the SMS implementation status is ‘static’ because it merely looks at whether everything
that should be in place is in place. Safety performance monitoring and measurement allows us to
understand how well all the SMS components are integrated and how well the SMS is working in
terms of an improved or improving safety performance.
In addition, ‘dynamic’ safety auditing should look at the formal process to:

• Develop and maintain a set of safety performance indicators (SPIs) and their associated
performance targets;
• The correlation established between the SPIs and the organization’s safety objectives where
applicable;
• The process of regulatory acceptance of the SPIs where required, and
• The process of monitoring the performance of these SPIs, including remedial action procedure
whenever unacceptable or abnormal trends are triggered, according to ICAO’s SMM.

An aircraft maintenance facility can no longer be thought of as just providing a covered working
space, but is part of a bigger picture. It must, in a competitive world, be part of an overall process
aimed at an increased utilization of assets, including the aircraft, personnel, buildings, equipment
and materials, The ultimate goal being to be part of a better business model, while providing an
improved passenger experience. To achieve this requires a focus on the maintenance process, the
facility (building and equipment), the organization and the business needs as part of an integrated
plan, which creates more of a challenge than the design and construction of a hangar as shelter.
Q3) What are aviation industry certification requirements- Discuss US, European and other
countries certifications for maintenance personnel?
The aviation industry is the most heavily regulated of all the transportation modes. With the
exception of certain requirements for a business license and licensing of the vehicles and drivers,
one can enter the taxicab business quite easily. Three main type of Certifications are required.
All aircraft built for commercial or private use must have an approved Type Certificate (TC). TC
defines the engine, vehicle, various instruments and systems as well as equipment that make up
model. TC also defines capabilities and limitations of a vehicle i.e passenger/cargo carrying limits,
attitude limits, fuel capacity and top/cruising speed. All these parameters combined (which define
the airframe/engine combination) must be identified on a data sheet attached to the certificate. The
design of the airframe/engine combination must be proven to the FAA by way of inspection and
test flights. The final FAA proving flight is conducted before the TC is awarded. The TC is applied
for in the early stages but not awarded until built, tested in flight to ensure it meets the standards
of safety and airworthiness. Variations or derivations of a given model can be amended. FAA will
issue Supplemental Type Certificate (STC). FAA will only issue TC’s for products manufactured
in the US or foreign-made products intended for use in US.
Once TC is awarded- manufacturer applies for Production Certificate (PC). PC is issued when
FAA is satisfied with the quality control system that consists of necessary manufacturing and
production facilities, effective quality system for compliance with 14 CFR part 21, approved
design data for each aircraft built to TC standards. Each copy of the aircraft must be built to TC
standards. A manufacturer gets only on Production Certificate. Each subsequent aircraft is added
to the original PC. PC is good for as long as manufacturer complies with the requirements of the
original issuance. FAA may cancel, suspend, supersede or revoke the PC for just cause at any time.
The PC is awarded by the FAA’s manufacturing inspection district office (MIDO) to each aircraft
produced by the manufacturer. The certificate is awarded after the aircraft has passed all
inspections and a successful flight test-just prior to delivery to the customer. The AC contains the
aircraft’s unique serial (tail) number.
The AC remains in effect as long as these conditions are met:
-Aircraft meets design type
-Aircraft is in a condition for safe operation
-All applicable airworthiness directives (AD) have been incorporated
-Maintenance and alterations are performed in accordance with applicable FAR
FAA may cancel, suspend, supersede or revoke AC if any of the above have been violated.
FAA rules require that the AC be displayed in the aircraft hangar (usually by the main door).
Airworthiness Certificate is also allowed for the following categories of vehicles:
-Normal
-utility
-Acrobatic
-Transport
-Special Classes
FAA authorization is required to operate any type of aerial vehicle in U.S airspace
Various categories include:
Primary; aircraft flown for pleasure or personal use
Restricted; Agriculture, forest and wildlife surveying, patrolling, weather use
Light-sport; Light sport aircraft, ultralight use
Experimental; R & D, air racing, crew training, unmanned aircraft system use
Operator Certification
Operator must not just buy a plane, get a license, advertise for customers and enter commercial
service.
Must provide the necessary information that he/she understands the business aspect of
commercial aviation. Understands the operational and maintenance aspects of commercial
aviation operation. Has the necessary people, facilities and processes in place to carry out that
business.
Secretary of the Department of Transportation issues a certification of public convenience and
necessity authorizing to enter into commercial transportation. The applicant is fit, willing and
able to perform the service. The OC is issued by the Flight Standard District Office. The OC is
NOT transferable to another operator. The OC remains in effect indefinitely unless surrendered
by the operator, superseded by another certificate, or revoked by the FAA. Federal Aviation Act
of 1958 requires airlines to develop an Operations Specification Document (Ops Specs) for each
type of aircraft operated. Ops Specs outlines the operational activities:
-Type of service to be offered, passenger, cargo, or combination
-Type of aircraft to be used
-Routes to be flown
-Airports and alternate airports that will be used
-Navigation and communication facilities to be utilized on each route
-Way points used in navigation
-Take off and approach routes including alternate approach routes at each airport.
Ops Specs must also identify the maintenance and inspection program applicable to the model
including;
-Scheduled and unscheduled maintenance
-Inspection program
-Engine equipment repair program (off-aircraft maintenance)
-Quality assurance and reliability programs

If any aircraft or systems maintenance is performed by third party that agreement must also be in the
Ops Specs. Airline operations under part 121 state the airline must have sufficient full time qualified
management and technical personnel to ensure a high degree of safety in its operations. They must
have the necessary training, experience