Heavy Maintenance Reference Guide.pdf

Heavy Maintenance Reference Guide Fleet Reliability & Cost Effectiveness VPS - DST - GCF

Heavy Maintenance Reference Guide

Index Chapter 1 – Objective Chapter 2 – Introduction Chapter 3 - Heavy Maintenance Accomplishment

Page

3.1 – Maintenance Management…………………………………………………….6 3.2 – Preparation for Service Accomplishment……………………………..…...6 3.3 – Aircraft Receiving Inspection …….……………………..….………………..8 3.4 – Operational Scheduling and Control………………………………………..9 3.5 – Accomplishment…………………………………..…………………………..10 3.5.1 – Task Distribution………………………………..……….………….10 3.5.2 – Task Register…………………………………………………….…..11 3.5.3 – Access Opening & Closing.……………………………………….11 3.5.4 – Shifts Policy………………………………………………………….11 3.5.5 – Man Power……………………………………………………………11 3.5.6 – Team Size…………………………………….……………………….11 3.6 – Service Delivery…………………………………..……………………………12 3.7 – Contractor Representative…………………………………………………..12

Chapter 4 – Maintenance Findings 4.1 – Corrosion…………………………………………..…………………………..13 4.1.1 – Introduction……………………………..…………………………..13 4.1.2 – Preventive Actions (Standard Practices)……..……………….13 4.1.3 – Products Used During the Maintenance……..……..…………15 4.1.3.1 – Sealants……………………………………………………15 4.1.3.2 – Lubrication……………………………..…………………16 4.1.3.3 – Washing……………………………..…………………….16 4.1.4 – Complementary Actions…………………….….…………………17 4.2 – Structural Repairs………………………………………..………………….17 4.2.1 – Introduction…………………………………………………………17 4.2.2 – Logic System for Classification of Structural Repairs as Major or Minor Repair…….…………..18

THE INFORMATION CONTAINED HEREIN IS THE PROPERTY OF EMBRAER AND IT SHAL NOT BE COPIED NOR USED IN ANY MANNER EXCEPT AS EXPRESSLY AUTHORIZED.

EMBRAER - Fleet Reliability & Cost Effectiveness Division Prepared by: Marcelo Fassina

e-mail: [email protected]

phone: 0055-12-3927-1795

fax: 0055-12-3927-1464

Date: September 09th 2002 Rev.1

Page: 2

Heavy Maintenance Reference Guide Page Chapter 5 – Planning 5.1 – Introduction……………………………………………….....…..…………….21 5.2 – Manpower…………………………………………………...………………….21 5.2.1 – Shifts Influence..……………….…………………....………………21 5.2.2 – Planner Activities…………….….…………….…...……………….21 5.2.3 – Efficiency……………………….….…………….….………………..21 5.3 – Work package..………….……………….……………….…....………………21 5.4 – Downtime………………………………………………….…..………………..22 5.4.1 – Downtime Forecast.………………………….….………………..22 5.4.2 – Reduce Downtime…………………………….….………………..22 5.5 – Unscheduled/Scheduled Man Hour Ratio…………………..…..………..23 5.6 – Scheduling Effects……………………………..…………..…………………23 5.6.1 – Control Limits…………………………………..…………………..24 5.6.2 – Results…………………………….……………..…………………..24

Chapter 6 – Material 6.1 – Introduction…………………………………………..……………………….25 6.2 – Material Planning…………………………………….………………………26 6.2.1 – Material Acquisition…………………………………………………26 6.2.1.1 – Consignment……………..…………….……………….…27 6.2.1.2 – Consignment for Heavy Maintenance……………...….27 6.2.1.3 – Leasing …………………………………………….……….27 6.2.1.4 – Rental…………………………………………..…………...28 6.2.1.5 – Fleet Hour Program – Pool……………………………...28 6.2.1.6 – On Site Stock………………………………………………29 6.2.1.7 – Exchange Stock…………………………….…………..…29 6.2.1.8 – Technical Administration Services…………………....29 6.2.1.9 – Parts Exchange Program (PEP)……………………..…29 6.2.1.10 – Global Support Package……………………………....30

Chapter 7 – Maintenance Engineering 7.1 – Introduction…………………………………………………………31 7.2 – Blocked or Equalized Maintenance Plan………………………32 7.2.1 – Blocked Plan………………………………………………33 7.2.2 – Equalized Plan…………………………………………….34

THE INFORMATION CONTAINED HEREIN IS THE PROPERTY OF EMBRAER AND IT SHAL NOT BE COPIED NOR USED IN ANY MANNER EXCEPT AS EXPRESSLY AUTHORIZED.

EMBRAER - Fleet Reliability & Cost Effectiveness Division Prepared by: Marcelo Fassina

e-mail: [email protected]

phone: 0055-12-3927-1795

fax: 0055-12-3927-1464

Date: September 09th 2002 Rev.1

Page: 3

Heavy Maintenance Reference Guide

1 - Objective Provide to Embraer Customers a guide who brings the best practices and procedures to perform a heavy maintenance event.

2 – Introduction This guide was conceived as an output from the first MCW (Maintenance Cost Workshop) and the name chosen was “Heavy Maintenance Reference Guide”. This guide summarize all relevant information about, planning and execution process flows, material and modification planning, tools and tooling needs, manpower efficiency & skills evaluation and critical aspects with the objective of providing the Customer with an overview of heavy maintenance procedures adding value to the Customer business. Guide Concept

Engineering Maintenance Findings

Material

Heavy Maintenance Accomplishment

Service Bulletin & MOD’s

Planning Training

1 – Heavy Maintenance Guide Structure

The focus of the guide is the main issue “Heavy Maintenance Accomplishment”. The surrounding subjects cover all aspects that contribute to have good results being, less downtime and low costs the key factors.

THE INFORMATION CONTAINED HEREIN IS THE PROPERTY OF EMBRAER AND IT SHAL NOT BE COPIED NOR USED IN ANY MANNER EXCEPT AS EXPRESSLY AUTHORIZED.

EMBRAER - Fleet Reliability & Cost Effectiveness Division Prepared by: Marcelo Fassina

e-mail: [email protected]

phone: 0055-12-3927-1795

fax: 0055-12-3927-1464

Date: September 09th 2002 Rev.1

Page: 4

Heavy Maintenance Reference Guide

3 – Heavy Maintenance Accomplishment

The standard process flow of heavy maintenance event

Service Accomplishment Additional Items

Maintenance Management

Contractor Representative

Quality Assurance Follow-up & Certification Maintenance Work Scope and Schedule by Tail #

Prepare for Service Accom plishment

Operational Scheduling & Control

Manage Maintenance Accomplishment

Service Report

1:- Confirm Slot, Resources 2: - Confirm Tools, Materials

Receiving Inspection

Discrepancies

Accom plishment

Malfunctions & Service Defect Reports Information

Operation

Discrepancies/ Approval

Services Delivery

Approval

Maintenance Management

Manage Materials Manage Tools & Instruments

Safety Maintenance Events

Contractor Representative

Each step is defined below with recommendations for procedures.

THE INFORMATION CONTAINED HEREIN IS THE PROPERTY OF EMBRAER AND IT SHAL NOT BE COPIED NOR USED IN ANY MANNER EXCEPT AS EXPRESSLY AUTHORIZED.

EMBRAER - Fleet Reliability & Cost Effectiveness Division Prepared by: Marcelo Fassina

e-mail: [email protected]

phone: 0055-12-3927-1795

fax: 0055-12-3927-1464

Date: September 09th 2002 Rev.1

Page: 5

Heavy Maintenance Reference Guide

3.1 – Maintenance Management: Also known as Maintenance Planning is responsible to manage all the activities and issues that drives the aircraft stoppage. It follows the aircraft operation, verifies FH & FC rates and prepares the fleet dock plan and maintenance work package. Maintenance Management Flight Operations Management

Maintenance Engineering

Assess Maintenance Requirements

Assess Fleet Monitoring Data Assess Time Limits

Maintenance Technical Control

New Services Development

Assess Flight Operations, Material, Man Power & Infrastructure

Corrective & Preventive Maintenance Scheduling

Manage Maintenance Execution

Maintenance Compliance

Contract Management

Manage Vendors (3rd Party Services) Billing

Maintenance Planning & Control

Maintenance Accom plishment

Inventory Management

3.2 – Preparation for service accomplishment: Before the receiving inspection, all the necessary resources are checked (i.e.: tools, manpower, material, GSE’s, etc…). By this stage of the process, all necessary tasks for each individual aircraft (by tail number) have been identified and classified, including the deferred items. Based on the workscope, these tasks can be organized in packages by zone, by system or by skill according to the customer organization. All material necessary to execute the check is verified at this stage including SB & MOD kits. THE INFORMATION CONTAINED HEREIN IS THE PROPERTY OF EMBRAER AND IT SHAL NOT BE COPIED NOR USED IN ANY MANNER EXCEPT AS EXPRESSLY AUTHORIZED.

EMBRAER - Fleet Reliability & Cost Effectiveness Division Prepared by: Marcelo Fassina

e-mail: [email protected]

phone: 0055-12-3927-1795

fax: 0055-12-3927-1464

Date: September 09th 2002 Rev.1

Page: 6

Heavy Maintenance Reference Guide

Preparation for Service Accomplishment

Contract Management

. Analyze Work Scope . Confirm Availability - Human Resources - SB Kits - Material List - Tools

Maintenance Work Scope and Schedule by Tail #

Work Package

Operational Scheduling & Control

Planning Quality Hangar Supervisor Logistic

Embraer recommends the use of a Gantt chart to manage the event where all tasks could be viewed and tracked to facilitate the accomplishment and decisions taken.

THE INFORMATION CONTAINED HEREIN IS THE PROPERTY OF EMBRAER AND IT SHAL NOT BE COPIED NOR USED IN ANY MANNER EXCEPT AS EXPRESSLY AUTHORIZED.

EMBRAER - Fleet Reliability & Cost Effectiveness Division Prepared by: Marcelo Fassina

e-mail: [email protected]

phone: 0055-12-3927-1795

fax: 0055-12-3927-1464

Date: September 09th 2002 Rev.1

Page: 7

Heavy Maintenance Reference Guide 3.3 – Aircraft Receiving Inspection: Also called preliminary inspection. The aircraft is received and an inspection is carried out looking for damage such as structural, lightning strikes and general problems. The flight log is also consulted. If there is any discrepancy it is recommended to be corrected during the check. Interior removal can be carried out in parallel. Defueling, washing and cleaning tasks are also done at this time, and the hangar space should be available. When a third party is carrying on the check, discrepancies approval by the airline is necessary, depending on the contact between parties.

THE INFORMATION CONTAINED HEREIN IS THE PROPERTY OF EMBRAER AND IT SHAL NOT BE COPIED NOR USED IN ANY MANNER EXCEPT AS EXPRESSLY AUTHORIZED.

EMBRAER - Fleet Reliability & Cost Effectiveness Division Prepared by: Marcelo Fassina

e-mail: [email protected]

phone: 0055-12-3927-1795

fax: 0055-12-3927-1464

Date: September 09th 2002 Rev.1

Page: 8

Heavy Maintenance Reference Guide 3.4 – Operational Scheduling and Control: The work package is received during this step and as mentioned before Embraer recommends to build an action plan in a Gantt chart format in order to have a better control of the check and to track the tasks in a daily basis. A daily meeting is recommended with Hangar Supervisor, Quality Supervisor, Team Leaders, Material Planners, etc…where the initial plan and problems found during the check are discussed. Tasks can be rescheduled and decisions can be taken to maintain the check on its schedule. When the third party is carrying on the check, additional items need to receive the approval of the contractor representative. It depends on the contract between parties.

THE INFORMATION CONTAINED HEREIN IS THE PROPERTY OF EMBRAER AND IT SHAL NOT BE COPIED NOR USED IN ANY MANNER EXCEPT AS EXPRESSLY AUTHORIZED.

EMBRAER - Fleet Reliability & Cost Effectiveness Division Prepared by: Marcelo Fassina

e-mail: [email protected]

phone: 0055-12-3927-1795

fax: 0055-12-3927-1464

Date: September 09th 2002 Rev.1

Page: 9

Heavy Maintenance Reference Guide 3.5 – Accomplishment: The work package is received with all tasks (scheduled, unscheduled, service bulletins findings and additional tasks) from Operational Scheduling & Control. The technical publications have to be available and up to date. The mechanics should be trained to use the tech pubs in a correct and effective manner. Tasks that require to send parts to repair shops have to be planned in advanced to be executed at the beginning to avoid a check delay.

3.5.1 – Task Distribution – a meeting is recommended at the beginning of every shift where participants are: hangar supervisor or team leader and all mechanics involved with the check. At this time the tasks are distributed. The order of the tasks can be by skills, by ATA, by zone, etc… and it depends on the companies’ policies.

THE INFORMATION CONTAINED HEREIN IS THE PROPERTY OF EMBRAER AND IT SHAL NOT BE COPIED NOR USED IN ANY MANNER EXCEPT AS EXPRESSLY AUTHORIZED.

EMBRAER - Fleet Reliability & Cost Effectiveness Division Prepared by: Marcelo Fassina

e-mail: [email protected]

phone: 0055-12-3927-1795

fax: 0055-12-3927-1464

Date: September 09th 2002 Rev.1

Page: 10

Heavy Maintenance Reference Guide

3.5.2 – Tasks Register – When a task is finished a form filled by the mechanic, containing the date, task MH, may also include comments related task execution must be created. If problems/damage were found, they need to be reported on a specific form that will go to daily planning to be rescheduled trough a new unscheduled task card. 3.5.3 – Access Opening & Closing – A recommended procedure for heavy maintenance is to open all necessary accesses at the beginning of the check. Opening and closing access is a high consumption man-hour task and requires a rigorous control. Embraer recommends specific forms to accomplish this tasks containing the time expended, date and the name of the mechanic responsible. 3.5.4 – Shifts Policy – As downtime is the key point, the productivity can be improved by working with two shifts instead of one shift working overtime (avoid overtime). A daily shift report made by team leaders or supervisors containing important facts about the check is recommended. Usually there is a specific book for this purpose. Whenever is possible the shift leaders should have a small meeting between shifts to exchange information. 3.5.5 – Manpower – Good training policy generates high level of employee efficiency. The mechanics have to be constantly trained recycling when necessary. High turnover rates need to be avoided because they result in loss of experience, skills and low efficiency with delay of the check. Was verified that when the mechanics use their own tools, the task execution is more efficient because there are less lending/borrowing tools. Another advantage is F.O.E (foreign object elimination) as the mechanics rarely leave their own tools inside the aircraft.

3.5.6 – Team Size – It is important to remember here that excessive team size is unproductive because crowded areas means low efficiency. Good procedures require the minimum number of mechanics necessary to execute the tasks, this is defined based on the efficiency factor. The tasks have to be allocated by skill, as simultaneously as possible, to avoid different skills being performed at the same time.

THE INFORMATION CONTAINED HEREIN IS THE PROPERTY OF EMBRAER AND IT SHAL NOT BE COPIED NOR USED IN ANY MANNER EXCEPT AS EXPRESSLY AUTHORIZED.

EMBRAER - Fleet Reliability & Cost Effectiveness Division Prepared by: Marcelo Fassina

e-mail: [email protected]

phone: 0055-12-3927-1795

fax: 0055-12-3927-1464

Date: September 09th 2002 Rev.1

Page: 11

Heavy Maintenance Reference Guide

3.6 – Service Delivery: This step comprises the flight functional checks, walk around, final run up and flight. Depending on the airline organization, the findings can be solved in a maintenance hangar or with the line maintenance team, however the goal is to have the hangar available as soon as possible to start a new heavy maintenance event; it is very important to avoid delays on the next checks. The forecasted downtime needs to be the key issue, “the goal”.

Service D elivery O perational Scheduling & Control

D ata Capture Task D istribution

A ircraft D elivery W alkaround Engine R uns Flight

D iscrepancies

O peration

- W orking H ours - D iscrepancies - Approvals

M echanic Inspector

D iscrepancies D iscrepancies/ A pprovals

A pprovals

Contract M anagem ent

Line A ccom plishm ent

O perational Scheduling & Control

Contractor Representative

3.7 – Contractor Representative: The contactor representative represents the airline when the heavy maintenance is carried out by a third party, the Contractor Representative is responsible to approve the orders generated during the receiving inspection and during the maintenance accomplishment. The Contractor Representative can include additional items if necessary during the operational scheduling and control. This procedure can vary depending on the contract between parties. THE INFORMATION CONTAINED HEREIN IS THE PROPERTY OF EMBRAER AND IT SHAL NOT BE COPIED NOR USED IN ANY MANNER EXCEPT AS EXPRESSLY AUTHORIZED.

EMBRAER - Fleet Reliability & Cost Effectiveness Division Prepared by: Marcelo Fassina

e-mail: [email protected]

phone: 0055-12-3927-1795

fax: 0055-12-3927-1464

Date: September 09th 2002 Rev.1

Page: 12

Heavy Maintenance Reference Guide

4 - Maintenance Findings 4.1 – Corrosion

4.1.1 Introduction Many corrosion problems can be minimized by effective maintenance practices, and, otherwise, they may occur if some maintenance rules are not followed during the accomplishment of the scheduled and non-scheduled maintenance tasks. The effectiveness of the maintenance may vary from one operator to the other depending on the degree of training of the maintenance personnel, the care taken during the maintenance actions, the quality of the performance of the maintenance, the use of proper tools and materials, and the basic knowledge of corrosion principles. Rigorous quality control during the accomplishment of the tasks is always recommended. 4.1.2 - Preventive Actions (Standard Practices)

These practices cannot be forgotten because they have a great potential to start a corrosion process and normally this potential is not recognized by the technicians, during the maintenance actions. Here are tips to be reminded: a) Routine cleaning or wiping down of all exposed unpainted surfaces to eliminate any type of contaminant or electrolyte. Unpainted surfaces are more susceptible to the environment action.

b) It is necessary to reapply the Corrosion Inhibiting Compound (CIC) if the old layer is removed due to a repair or it has signs of degradation.

c) The rate of galvanic corrosion also depends on the size of the parts in contact with each other. d) When making a repair, make sure that the surface area of the anode (corrodible metal) is greater than the cathode’s because, if not, corrosion will be rapid and severe.

THE INFORMATION CONTAINED HEREIN IS THE PROPERTY OF EMBRAER AND IT SHAL NOT BE COPIED NOR USED IN ANY MANNER EXCEPT AS EXPRESSLY AUTHORIZED.

EMBRAER - Fleet Reliability & Cost Effectiveness Division Prepared by: Marcelo Fassina

e-mail: [email protected]

phone: 0055-12-3927-1795

fax: 0055-12-3927-1464

Date: September 09th 2002 Rev.1

Page: 13

Heavy Maintenance Reference Guide

e) Do not use graphite pencils to mark aluminum sheets. Do not use aluminum rivets to rivet carbon fiber components (if possible use the recommended rivet wet assembled). Use only dry-film lubricants that are graphite-free.

f) Maintain the aircraft externally washed and internally cleaned (with vacuum cleaner and/or a dry and clean cloth).

g) To avoid microbiological corrosion perform periodical drainage of water from the fuel tank and use at regular basis the recommended biocide. When necessary to defuel the fuel tanks, make sure that the container that will storage the fuel is free of contaminants.

h) During the operations of disassembling or assembling components, it is recommended that proper tools be used to avoid misalignment or a force fit, which may induce internal stresses conductive to stress corrosion.

i) The landing gear wheel well area is the most area prone to corrosion. So, frequent cleaning, lubrication, and paint touch-up are needed to minimize corrosion.

j) The work area equipment and components should be clean and free of chips, dirt, and foreign material. Footwear and clothing should be inspected for metal chips, slivers, riveting cutting, dirt, sand, etc., and all material removed before walking on metal surfaces.

k) Coated metal surfaces should not be polished for esthetic purposes. Buffing would remove the protective coating.

l) When reworking a given region, protect the surrounding areas to avoid contaminating it with residues from such operations as welding, drilling, grinding, etc.

m) Severely corroded screws, bolts, and washers should be replaced. If their protective coating, such as cadmium plating is damaged, immediate action should be taken to apply an appropriate protective finish.

THE INFORMATION CONTAINED HEREIN IS THE PROPERTY OF EMBRAER AND IT SHAL NOT BE COPIED NOR USED IN ANY MANNER EXCEPT AS EXPRESSLY AUTHORIZED.

EMBRAER - Fleet Reliability & Cost Effectiveness Division Prepared by: Marcelo Fassina

e-mail: [email protected]

phone: 0055-12-3927-1795

fax: 0055-12-3927-1464

Date: September 09th 2002 Rev.1

Page: 14

Heavy Maintenance Reference Guide

n) After operations such as drilling, grinding, sanding, etc., the surface treatment must be applied (if possible immediately). If for any reason the component is not able to receive this treatment during some a few days, a temporary protection must be applied.

o) During the process of chemical paint removal, remove the loosened paint and residual paint remover by washing and scrubbing the surface with fresh water. It is not permitted to use chemical strippers on composite materials.

p) During the sanding operation, use the adequate sandpaper for the material, which you are reworking. Steel or copper particles embeded in aluminum may become a point of future corrosion.

4.1.3 – Products used during the Maintenance It is very important to know the characteristics of products used during the maintenance (cleaners, greases, strippers, lubricants, sealants, etc.) because it may be that they are not neutral and in some cases care may be required to protect the surrounding area against contamination or neutralization. Use the approved products only. 4.1.3.1 Sealants Sealants are very important to minimize corrosion, there are three most common types of application: wet assembly, fillet sealing and interface sealing.

a) Wet Assembly Wet assembly techniques should be used when we have assemblies with dissimilar metals in direct contact. Bushings, bearings, bolts, pins, threaded parts, splined shaft, and cranks should all be wet assembled (follow the manufacturer’s recommendation) b) Fillet Sealing Fillet sealing is effective to prevent the ingress of electrolyte into certain assemblies.

c) Interface Sealing Interface sealing is effective when dissimilar metals are in direct contact but it is necessary to take care and follow the manufacturer’s recommendation as regards the cases where there is the necessity of a good electrical contact between the assembled parts.

THE INFORMATION CONTAINED HEREIN IS THE PROPERTY OF EMBRAER AND IT SHAL NOT BE COPIED NOR USED IN ANY MANNER EXCEPT AS EXPRESSLY AUTHORIZED.

EMBRAER - Fleet Reliability & Cost Effectiveness Division Prepared by: Marcelo Fassina

e-mail: [email protected]

phone: 0055-12-3927-1795

fax: 0055-12-3927-1464

Date: September 09th 2002 Rev.1

Page: 15

Heavy Maintenance Reference Guide

4.1.3.2 Lubrication After washing with high pressure or steam system it is necessary to reapply the lubricant. Special attention needs to be with lubrication in control cables. Do not clean carbon steel cables with a solvent degreaser or a solvent-wetted cloth because it may remove the cable internal lubrication. Clean them with a clean dry cloth, do not thin grease by heating it or diluting with solvents and use only recommended lubricants. 4.1.3.3 Washing For severe condition zones the initial frequency recommendation for washing using washing compounds is 14 days, but the operator may achieve his better period, depending on experience. This period can be reduced when: a) Excessive exhaust gases accumulate within impingement areas b) Painting is peeling, flaking or softening c) Fluid leaks d) There is exposure to salt spray, salt water or other corrosive environments. All personnel involved with the aircraft must be aware as regards corrosion, and the maintenance personnel need to have sufficient knowledge (training) about this subject. Water must not be directed at pitot tubes, static ports, vents, landing gear trunnion and bearing cap. Re-lubricate all fittings and other lube points in areas to which cleaning compounds have been applied. Be careful with areas around radome, access panels of fuel tanks, electrical components, antennas, etc. Below some tips for washing: a) Steam cleaning shall not be used on the aircraft or in the following items removed from the aircraft: honeycomb bonded structure, sealant, fiberglass, acrylic windows, or electrical wiring, because steam cleaning erodes paint, crazes plastic, debonds adhesives, damages electrical insulation, and drives lubrication out of bearings. b) Use the recommended dilution of the cleaning compounds c) Use the adequate protection when washing the aircraft d) It is necessary to mind the direction of the water jet.

THE INFORMATION CONTAINED HEREIN IS THE PROPERTY OF EMBRAER AND IT SHAL NOT BE COPIED NOR USED IN ANY MANNER EXCEPT AS EXPRESSLY AUTHORIZED.

EMBRAER - Fleet Reliability & Cost Effectiveness Division Prepared by: Marcelo Fassina

e-mail: [email protected]

phone: 0055-12-3927-1795

fax: 0055-12-3927-1464

Date: September 09th 2002 Rev.1

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Heavy Maintenance Reference Guide e) The minimum distance from the nozzle to the aircraft parts must be 12 inches. f) Be careful with the direction of the steam. Some components/parts need to be protected with a plastic sack. g) Do not apply the water jet perpendicular to the aircraft surface. Try to maintain an angle between 15 and 30 degrees. h) Relubricate lubricated parts after the washing and reapply CIC as required.

4.1.4 Complementary Actions All actions already presented in item 4.1.2 need to be supported by complementary actions so that better results are achieved in the minimization of corrosion problems, from the maintenance point of view: ! A constant awareness and training program needs to be applied to all personnel involved with the aircraft, encompassing all levels and types of activities (technicians, engineers, pilots, flight attendants, ground support personnel, etc.). ! Suitable tools, GSEs, auxiliary maintenance equipment, adequate materials are required to minimize the possibility of damage occurring to the aircraft original protections. ! Clear and complete instructions about the procedures have to be prepared by the engineering staff to better guide the maintenance tasks.

4.2 – Structural Repairs

4.2.1 – Introduction This chapter sets forth means of defining criteria to be used in classifying a structural repair as either major or minor, limited to airframe structure for transport category airplanes. Below is shown a procedure to classify structural damages.

THE INFORMATION CONTAINED HEREIN IS THE PROPERTY OF EMBRAER AND IT SHAL NOT BE COPIED NOR USED IN ANY MANNER EXCEPT AS EXPRESSLY AUTHORIZED.

EMBRAER - Fleet Reliability & Cost Effectiveness Division Prepared by: Marcelo Fassina

e-mail: [email protected]

phone: 0055-12-3927-1795

fax: 0055-12-3927-1464

Date: September 09th 2002 Rev.1

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Heavy Maintenance Reference Guide

4.2.2 – Logic system for classification of structural repairs as major or minor repair. STRUCTURAL DAMAGE

2 ACCOMPLISH REPAIR PER SRM

YES

REPAIR CAN BE ACCOMPLISHED BY STANDARD SRM GUIDELINES AND/OR REPLACEMENT

8

YES

PRINCIPAL STRUCTURAL ELEMENT?

NO

REPAIR CAN BE ACCOMPLISHED BY STANDARD SRM GUIDELINES AND/OR REPLACEMENT

NO

3

6

EXISTING FAA APP. SPECIFIC REPAIR EXISTS

SIMPLE REPAIR WITH STRENGTH REDUCTION WITHIN CERTIFICATION LIMITS

2

1

3

ACCOMPLISH REPAIR PER APPROVED DATA

YES

ACCOMPLISH REPAIR PER SRM

6

NO

EXISTING FAA APP. SPECIFIC REPAIR YES EXISTS

ACCOMPLISH REPAIR PER APPROVED DATA

minor NO

NO

minor

5 COMPLEX REPAIR WITH STRENGTH RESTORED

8

5

SIMPLE REPAIR WITH STRENGTH REDUCTION WITHIN CERTIFICATION LIMITS

COMPLEX REPAIR WITH STRENGTH RESTORED

minor

MAJOR

MAJOR

6

4

4 REPAIR AFFECTS Systems • Struct. Perform. • Weight & Balance • Aerodynamics • A/C Performance •

YES

ACCOMPLISH REPAIR PER APPROVED DATA

YES

MAJOR

NO

7

REPAIR AFFECTS Systems • Struct. Perform. • Weight & Balance • Aerodynamics • A/C Performance •

7

NO

ACCOMPLISH PER DATA ACCEPTABLE TO THE ADMINISTRATOR

ACCOMPLISH PER DATA ACCEPTABLE TO THE ADMINISTRATOR

minor

minor

THE INFORMATION CONTAINED HEREIN IS THE PROPERTY OF EMBRAER AND IT SHAL NOT BE COPIED NOR USED IN ANY MANNER EXCEPT AS EXPRESSLY AUTHORIZED.

EMBRAER - Fleet Reliability & Cost Effectiveness Division Prepared by: Marcelo Fassina

e-mail: [email protected]

phone: 0055-12-3927-1795

fax: 0055-12-3927-1464

Date: September 09th 2002 Rev.1

Page: 18

Heavy Maintenance Reference Guide

Where, 1 Is the structural damage in a member detailed as a PSE in the aircraft SRM/MRB? 2 Repair can be accomplished by simple, standard, routine or complex repair as defined in the aircraft SRM. Example: 1. Local blend out 2. Replacement by identical part 3. Oversize attachment Reduction of edge distance 3 FAA approved repair for item already exists 1. SRM repair 2. Service Bulletin 3. All Operator Letter 4. SFAR 36 Repair Previously Approved 5. CMM 6. OHM 4 For other than primary structure, the repair (as installed) has a significant effect on: 1. Systems Performance 2. Structural Performance of Adjacent Structure 3. Aerodynamics 4. Aircraft Performance 5. Weight and Balance 5 Repair* requires approval by one of the following: 1. FAA directly 2. DER 3. SFAR 36 authority 6 Repair* may be accomplished based on previously approved FAA data using approved operators maintenance manual procedures and the previously approved FAA data 7 Repair* may be accomplished based on the non-criticality of the component using approved operators maintenance manual procedures 8 Simple Repair (with strength reduction within certification limits); blend out, oversizing, replacement, allowable damage extension. Documentation required: 1. To record “OEM” confirmation that condition is within certification limits. 2. To record calculations based on SRM procedures. 3. To substantiate adaptation of SRM & OHM repair procedures. *All repairs will receive a complete structural evaluation for original certification requirements. THE INFORMATION CONTAINED HEREIN IS THE PROPERTY OF EMBRAER AND IT SHAL NOT BE COPIED NOR USED IN ANY MANNER EXCEPT AS EXPRESSLY AUTHORIZED.

EMBRAER - Fleet Reliability & Cost Effectiveness Division Prepared by: Marcelo Fassina

e-mail: [email protected]

phone: 0055-12-3927-1795

fax: 0055-12-3927-1464

Date: September 09th 2002 Rev.1

Page: 19

Heavy Maintenance Reference Guide As a policy to issue DER approvals, only MAJOR REPAIRS will need that approval.

References 1. ATA REPORT 51-1001 – Logic System for the classification of structural repairs for part 121 operators, march 16, 1988. 2. 14 CFR – CHAPTER I – PART 1 – Paragraph 1.1 – General Definitions. 3. 14 CFR – CHAPTER I – PART 121 – SFAR 36. 4. 8110.37C – Designated Engineering Representative (DER) Guidance Book, Sept. 30, 1998. 5. PC-2-0044 – Structural Repairs – Airworthiness, Oct. 19, 2001.

THE INFORMATION CONTAINED HEREIN IS THE PROPERTY OF EMBRAER AND IT SHAL NOT BE COPIED NOR USED IN ANY MANNER EXCEPT AS EXPRESSLY AUTHORIZED.

EMBRAER - Fleet Reliability & Cost Effectiveness Division Prepared by: Marcelo Fassina

e-mail: [email protected]

phone: 0055-12-3927-1795

fax: 0055-12-3927-1464

Date: September 09th 2002 Rev.1

Page: 20

Heavy Maintenance Reference Guide

5 - Planning 5.1 – Introduction Sometimes this issue does not have the importance that it needs. Fleet with good planning, fly more and spend lees money than a fleet without planning. In this chapter is possible to see how important is to plan the stoppage of the aircrafts, to plan the man power and the shifts, to predict the downtime, etc… 5.2 – Manpower 5.2.1 – Shifts Policy Nowadays, most of Operators are working in 2 shifts. The third shift can be applied according to the fleet size and availability of the aircraft. Shifts flexibility is very important for maintenance planning, anyway, we recommend at least two shifts and Saturday & Sunday as working days during heavy maintenance events. 5.2.2 – Planner Activities Embraer recommends building a Gant chart to facilite the heavy maintenance management. Other good procedure is to allocate a planner physically close to the hangar.

5.2.3 – Efficiency High turnover and excessive overtime can result in low efficiency. Embraer recommends avoiding these procedures. 5.3 – Work Package The work package is a concentration of tasks that will be done in the same aircraft stoppage using the resources available. The tasks are analyzed and put on the package according to the time interval by aircraft flight cycles, aircraft flight hours, calendar, etc. The work package items are: # Scheduled tasks; # Service Bulletins; # Additional tasks (e.g: painting, interior restoration, deferred itens, etc..)

THE INFORMATION CONTAINED HEREIN IS THE PROPERTY OF EMBRAER AND IT SHAL NOT BE COPIED NOR USED IN ANY MANNER EXCEPT AS EXPRESSLY AUTHORIZED.

EMBRAER - Fleet Reliability & Cost Effectiveness Division Prepared by: Marcelo Fassina

e-mail: [email protected]

phone: 0055-12-3927-1795

fax: 0055-12-3927-1464

Date: September 09th 2002 Rev.1

Page: 21

Heavy Maintenance Reference Guide

5.4 – Downtime 5.4.1 – Downtime Forecast The downtime forecast results from a combination of different items: # # # # #

Manpower - availability, efficiency & shifts policy; Work package; Unscheduled tasks; Material availability; Aircraft availability;

The aircraft downtime forecast can be affected mainly due to the quantity of unscheduled tasks and material availability. The planner needs to allow for a MH buffer to avoid this impact. The other issues such as scheduled tasks, mod’s and additional items will not affect the forecasted downtime if a good planning is done. The work package needs to be clearly known before the heavy maintenance check in order to get a good aircraft downtime forecast.

5.4.2 – Reduce Downtime Aircraft maintenance downtime is one of main issue that must be worked to reduce maintenance costs. Some items have high weigh on this issue: # Shifts • Number • Length # Manpower • Team size • Efficiency # Equalized Maintenance – to avoid aircraft heavy maintenance downtime, but increasing MH spent with open/close access; Note: Additional information see item 7.3. # Tasks performed in advance – some tasks can be distributing during the aircraft overnight reducing the weigh of heavy maintenance. This procedure does not eliminate the heavy maintenance stoppage only decrease the downtime.

THE INFORMATION CONTAINED HEREIN IS THE PROPERTY OF EMBRAER AND IT SHAL NOT BE COPIED NOR USED IN ANY MANNER EXCEPT AS EXPRESSLY AUTHORIZED.

EMBRAER - Fleet Reliability & Cost Effectiveness Division Prepared by: Marcelo Fassina

e-mail: [email protected]

phone: 0055-12-3927-1795

fax: 0055-12-3927-1464

Date: September 09th 2002 Rev.1

Page: 22

Heavy Maintenance Reference Guide

5.5 – Unscheduled / Scheduled Man-Hour Ratio This ratio is very useful to forecast unscheduled MH for heavy maintenance events. It is used to evaluate the product design, product quality and to evaluate the maintenance program cost effectiveness. The extremes of this ratio can indicate: High extreme: poor design and/or quality Low extreme: conservative maintenance program (short intervals and/or intensive scheduled labor) How to calculate this ratio?

*Ratio= Unscheduled Mh (Findings) Scheduled Mh (MRBR Tasks)

*Additional Tasks & SB’s Mh must not be considered. 5.6 – Scheduling Effects (Aircraft Stoppage) It represents how much of the MRB interval was performed up to the maintenance event. Below we have an example comparing two aircrafts: one stops for maintenance with 4000 FH e another one stops with 3400 FH.

Stoppage MH Predicted MH/FH Ratio

Manufacturer Recommendation 4000 FH 900 MH 0,23

Example 3400 FH (-15%) 900 MH 0,27 (+18%)

This procedure increases in 18% the MH/FH ratio and represents a big impact on maintenance costs.

THE INFORMATION CONTAINED HEREIN IS THE PROPERTY OF EMBRAER AND IT SHAL NOT BE COPIED NOR USED IN ANY MANNER EXCEPT AS EXPRESSLY AUTHORIZED.

EMBRAER - Fleet Reliability & Cost Effectiveness Division Prepared by: Marcelo Fassina

e-mail: [email protected]

phone: 0055-12-3927-1795

fax: 0055-12-3927-1464

Date: September 09th 2002 Rev.1

Page: 23

Heavy Maintenance Reference Guide

5.6.1 – Control Limits (Aircraft Stoppage)

a) UCL (Upper Control Limit) (+10%): In general the Airlines get approval from the local Authorities to extend the task interval in 10%. The extension is only granted by the OEM and regulatory authorities when there is a transfer of A/C from one operator to another or the A/C comes off a LUMP status or due to a route change, the maintenance schedule cannot be met. The extension is given by A/C S/N and register only, and it is a "one off " situation. b) LCL (Lower Control Limit) (-15%): Any stoppage less than 85% of MRB interval performed has an excessive impact on the Mh/Fh ratio.

5.6.2 – Results Loss of credits due to Flight Length (FH/FC) FH/FC < 1.0 (stoppage driven by cycles, loss of FH credits) FH/FC > 1.0 (stoppage driven by hours, loss of FC credits)

THE INFORMATION CONTAINED HEREIN IS THE PROPERTY OF EMBRAER AND IT SHAL NOT BE COPIED NOR USED IN ANY MANNER EXCEPT AS EXPRESSLY AUTHORIZED.

EMBRAER - Fleet Reliability & Cost Effectiveness Division Prepared by: Marcelo Fassina

e-mail: [email protected]

phone: 0055-12-3927-1795

fax: 0055-12-3927-1464

Date: September 09th 2002 Rev.1

Page: 24

Heavy Maintenance Reference Guide

6 – Material 6.1 – Introduction Some definitions are very important when the subject is material. Below are shown definitions from CSDD (Common Support Data Dictionary) by ATA (Air Transport Association): Bulk Material: A material used in random quantity such as liquid, paste, cloth, plastic, or comparable composition. Examples: Oil, Paints, Cleaners, Solvents, Abrasives, Metals, Fabrics, etc. Consumable Item: An item that is used only once. Example: O-rings, Screws, Rivets, etc. Expendable: Items for which no authorized repair procedure exists, and for which cost of repair would normally exceed that of replacement. Example: Small valves, bearings, etc. Repairable: An item comprising or including replaceable parts, commonly economical to repair, and subject to being rehabilitated to a fully serviceable condition over a period less than the life of the flight equipment to which it is related. Example: Valves, Generators, etc. Rotables: An item that can be economically restored to a serviceable condition and, in the normal course of operations, can be repeatedly rehabilitated to a fully serviceable condition over a period approximating the life of the flight equipment to which it is related. Example: Landing gears, APU, Engines, etc.

One of the most important stages of heavy maintenance is material availability. Material well planned means low downtime and at the same time less inventory cost. A good procedure is to predict in advance the material that will be use in a heavy maintenance. A good material planning is responsible to maintain a steady flow avoiding surprise (material lack). A recommended sequence to provide material for a heavy maintenance is shown below: 1. Prepare the heavy maintenance schedule plan; 2. Request the heavy maintenance material list 45 days in advance of the check performance informing the aircraft serial number; THE INFORMATION CONTAINED HEREIN IS THE PROPERTY OF EMBRAER AND IT SHAL NOT BE COPIED NOR USED IN ANY MANNER EXCEPT AS EXPRESSLY AUTHORIZED.

EMBRAER - Fleet Reliability & Cost Effectiveness Division Prepared by: Marcelo Fassina

e-mail: [email protected]

phone: 0055-12-3927-1795

fax: 0055-12-3927-1464

Date: September 09th 2002 Rev.1

Page: 25

Heavy Maintenance Reference Guide

3. Place the purchase orders or inform the need of service bulletin kits 60 days in advance of the check performance; 4. Evaluate the recommended heavy maintenance list considering the local inventory in order to identify the heavy maintenance components, which will be requested under consignment basis or requested the complete package; 5. Request the heavy maintenance material 30 days in advance of the heavy maintenance performance; 6. Receive the material and check the content; 7. Perform the heavy maintenance; 8. Identify the consigned material consumption sent and inform Embraer spare parts sales department; 9. Return the consigned material not used during the heavy maintenance to Embraer.

6.2 – Material Planning The inspections in a heavy maintenance need to be done first of all (after opening access). This procedure helps the planners know what parts they need to provide and to check if these parts will be available soon. Embraer recommends a planner physically close the hangar in order to facilitate this procedure. Tools & AGEs (Aircraft Ground Equipment) Inside on the RSPL (Recommended Spare Part List) there are tools and AGEs recommended that could be use during a heavy maintenance. These equipments can be rented from Embraer if the operator does not have then.

6.2.1 – Material Acquisition Embraer has a great range of Material Support programs to offer to the Customer in order to introduce a new concept of flexible and customized support to comply with Customers needs, assuring the increase of service level of the fleet, availability of the Spares, reduced Turn Around Time (TAT) and a single point of contact, thus minimizing Customer’s investments in Spares, AOG situations, risk of surplus, etc. The availability of these programs is subject to a specific proposal presented by Embraer, upon Customer’s request, and, thereafter, the negotiations of its terms and conditions between Embraer and Customer in a specific agreement.

THE INFORMATION CONTAINED HEREIN IS THE PROPERTY OF EMBRAER AND IT SHAL NOT BE COPIED NOR USED IN ANY MANNER EXCEPT AS EXPRESSLY AUTHORIZED.

EMBRAER - Fleet Reliability & Cost Effectiveness Division Prepared by: Marcelo Fassina

e-mail: [email protected]

phone: 0055-12-3927-1795

fax: 0055-12-3927-1464

Date: September 09th 2002 Rev.1

Page: 26

Heavy Maintenance Reference Guide

6.2.1.1 - Consignment Under this program, Embraer provides Customer with a stock of Spares owned by Embraer, which shall remain located at Customer’s facility (“Consigned Stock”) for a period of time of 24 months or otherwise agreed between Embraer and the Customer, available for the withdrawn of its Spares upon Customer’s need, in normal course of business. Upon expiration of the term of this program, the Customer shall either return or purchase unused Spares from the Consigned Stock at its Embraer’s current price in effect at that time.

6.2.1.2 - Consignment for Heavy Maintenance Under this program, Embraer provides Customer with a stock of Spares for Heavy Maintenance , owned by Embraer, which shall remain located at Customer’s facility (“Consigned Stock”) throughout the duration of the performance of the Heavy Maintenance of the Aircraft, available for the withdrawn of its Heavy Maintenance Kits upon Customer’s need, in normal course of the Heavy Maintenance. After the Customer has completed the Heavy Maintenance on the Aircraft, the Customer shall either return or purchase unused Heavy Maintenance Kits from the Consigned Stock at its Embraer’s current price in effect at that time.

6.2.1.3 - Leasing Under this program, and upon Customer's request by telephone, to be confirmed promptly in writing, Embraer shall lease a Spare (“Leased Spare”), which shall be made available to the Customer for the purpose of substitute a part withdrawn from an Aircraft for the repair or overhaul. Each lease of Spares shall be evidence by a lease agreement issued by Embraer to the Customer prior to the delivery of the Leased Spare. The lease term shall commence on the date of delivery of the Leased Spare to Customer at Embraer's facility and shall end (i) 30 days thereafter or (ii) if extended or otherwise agreed between Embraer and the Customer, on the date that such Leased Spare is returned to Embraer or (iii) when the Customer acquires such Leased Spare. However, the lease term shall be no higher than 365 days. Should Customer exercises its right to purchase the Leased Spare, at the end of the lease term, the 50% of the lease charge already paid by Customer shall be credited to the Customer against the purchase price of the Leased Spare. THE INFORMATION CONTAINED HEREIN IS THE PROPERTY OF EMBRAER AND IT SHAL NOT BE COPIED NOR USED IN ANY MANNER EXCEPT AS EXPRESSLY AUTHORIZED.

EMBRAER - Fleet Reliability & Cost Effectiveness Division Prepared by: Marcelo Fassina

e-mail: [email protected]

phone: 0055-12-3927-1795

fax: 0055-12-3927-1464

Date: September 09th 2002 Rev.1

Page: 27

Heavy Maintenance Reference Guide

6.2.1.4 - Rental Under this program, and upon Customer's request by telephone, to be confirmed promptly in writing, Embraer shall rent a Spare (“Rented Spare”), which shall be made available to the Customer for the purpose of substitute a part withdrawn from an Aircraft for the repair or overhaul. Each rental of Rented Spare shall be evidenced by a rental agreement issued by Embraer to the Customer prior to the delivery of the Rented Spare. The rental term shall commence on the delivery date of the Rented Spare to Customer at Embraer's facility and shall end (i) 30 days thereafter or (ii) if extended or otherwise agreed between Embraer and the Customer, on the date that such Rented Spare is returned to Embraer. However, the lease term shall be no higher than 365 days.

6.2.1.5 - Fleet Hour Program - Pool Based on a Flight Hour concept to support the Aircraft fleet operated by the Customer, this program is tailored against Customer’s specification and is usually offered for a 5 or 10-year coverage. Under this program, Embraer provides Customer with a Spares exchange service which shall enable Customer, whenever a part installed in the Aircraft becomes unserviceable, to: (i) on an exchange basis have an immediate shipment of repairable parts from the On-Site Stock or, in the event there is no equivalent part available on the On-Site Stock, or there is no On-Site Stock available; from the Exchange Stock, and (ii) repair administration services, upon certain conditions to be agreed in writing between Embraer and Customer. According to Spec 2000, the standard contents of this program are: repairable parts with unit price greater than US$500.00, No-Go and Go-If Parts classification, not including engines and related parts, wheels, tires and brakes, batteries, ATA 25 parts and loose equipments. As an option and upon Customer’s decision, Embraer can include in this program: Landing Gear assembly and components, engines’ LRU (line replaceable units), thrust reverser assembly and components, APU machine and components.

THE INFORMATION CONTAINED HEREIN IS THE PROPERTY OF EMBRAER AND IT SHAL NOT BE COPIED NOR USED IN ANY MANNER EXCEPT AS EXPRESSLY AUTHORIZED.

EMBRAER - Fleet Reliability & Cost Effectiveness Division Prepared by: Marcelo Fassina

e-mail: [email protected]

phone: 0055-12-3927-1795

fax: 0055-12-3927-1464

Date: September 09th 2002 Rev.1

Page: 28

Heavy Maintenance Reference Guide

6.2.1.6 - On-Site Stock The On-Site Stock consists of a minimum stock of repairable parts, equivalent to the parts located at the Exchange Stock, selected by Customer upon type and quantities, owned by Embraer which shall remain located at Customer’s facility in order to avoid AOG situations. As an option for the Customer and upon its request, Embraer shall offer the On-Site Stock to Customer, from which the Customer can withdraw, a replacement Spare in exchange of an Unserviceable Part.

6.2.1.7 - Exchange Stock The Exchange Stock is a main stock of repairable parts owned by Embraer, located at Embraer’s facility, which supports this program. Subject to the Customer making payment of the fees and throughout the duration of the program, Embraer shall make available to Customer and Customer shall have the right to use the Spares in the Exchange Stock in order to replace the Unserviceable Part on the Aircraft or to replenish the On-Site Stock. However, such right of use the Exchange Stock is not exclusive to Customer.

6.2.1.8 - Technical administration services In accordance with the applicable airworthiness regulations, Embraer shall provide Customer with Technical Administration services applicable to the Unserviceable Parts as well as to the Spares comprising the On-Site Stock and the Exchange Stock, at no additional charge, such as: (i) modification and configuration management; (ii) documentation record keeping and (iii) warranty administration.

6.2.1.9 - Parts Exchange Program - PEP Under this program and upon Customer’s request by telephone, to be confirmed promptly in writing, Embraer in its sole discretion, provides Customer with a Spares exchange service which shall enable Customer, whenever a Spare installed in the Aircraft becomes unserviceable, to request Embraer an equivalent Spare in exchange basis.

THE INFORMATION CONTAINED HEREIN IS THE PROPERTY OF EMBRAER AND IT SHAL NOT BE COPIED NOR USED IN ANY MANNER EXCEPT AS EXPRESSLY AUTHORIZED.

EMBRAER - Fleet Reliability & Cost Effectiveness Division Prepared by: Marcelo Fassina

e-mail: [email protected]

phone: 0055-12-3927-1795

fax: 0055-12-3927-1464

Date: September 09th 2002 Rev.1

Page: 29

Heavy Maintenance Reference Guide This PEP availability is subject to the following conditions: a. Repairable parts costing more than US$ 2,000.00, except Landing Gear assembly, engines, APU and their accessories; b. Spares shall be out of the warranty period coverage of the Aircraft; c. Availability of Spares at Embraer’s stock. Such Spares can be new or non-new Spares, in airworthy condition.

6.2.1.10 - Global Support Package As another option, Embraer offers a Global Support Package for Customers. This program is consisted in a composition of Material Support programs, which covers all Spares included in a RSPL: (i) the Spare Parts Support program for repairable Spares candidate to this program; (ii) the Consignment program for other repairable Spares and expendable Spares; (iii) a Rental or Leasing program, at Customer’s option, for tooling and GSE, and (iv) the Parts Exchange Program (PEP) for the repairable Spares which are not included in the Fleet Hour Program - Pool. Each Global Support Package is tailored against Customer’s specification, according to Embraer’s recommendation and it’s composed of Embraer’s owned Spares, located at Customer’s facility.

THE INFORMATION CONTAINED HEREIN IS THE PROPERTY OF EMBRAER AND IT SHAL NOT BE COPIED NOR USED IN ANY MANNER EXCEPT AS EXPRESSLY AUTHORIZED.

EMBRAER - Fleet Reliability & Cost Effectiveness Division Prepared by: Marcelo Fassina

e-mail: [email protected]

phone: 0055-12-3927-1795

fax: 0055-12-3927-1464

Date: September 09th 2002 Rev.1

Page: 30

Heavy Maintenance Reference Guide

7 – Maintenance Engineering 7.1 - Introduction The airline engineering department is responsible to improve the maintenance program together with the manufacturer and the local authorities. The improvements will be reach depending on the field data quality and quantity. This field data are very important for the manufacturer to improve the maintenance program for the whole fleet. The Stages of Maintenance Engineering

Maintenance Engineering Flight Operations Management

Inventory Management

Assess Fleet Configuration

Assess Operations Requirements

Assess MRB standards

Customize Maintenance Program

Maintenance Program Customization/Review

Manage Product Configuration & Change Control SB's & AD's Analyse Findings/Fail. & Evaluate Maintenance

Evaluate Maintenance Program

Maintenance Process Definition & Control

Maintenance Management

THE INFORMATION CONTAINED HEREIN IS THE PROPERTY OF EMBRAER AND IT SHAL NOT BE COPIED NOR USED IN ANY MANNER EXCEPT AS EXPRESSLY AUTHORIZED.

EMBRAER - Fleet Reliability & Cost Effectiveness Division Prepared by: Marcelo Fassina

e-mail: [email protected]

phone: 0055-12-3927-1795

fax: 0055-12-3927-1464

Date: September 09th 2002 Rev.1

Page: 31

Heavy Maintenance Reference Guide

The inventory management and the flight operations management provide data for all maintenance engineering activities. The maintenance engineering is divided in two processes: Maintenance Program Customization/Review and Maintenance Process Definition & Control. Maintenance Program Customization/Review Depending on the fleet needs and using information from maintenance planning, operations requirements and fleet configuration it customizes the maintenance program providing the best maintenance plan as possible to the execution. NOTE: Embraer has a dedicated team to support the Operators on this issue.

Maintenance Process Definition & Control It evaluates modification on the aircrafts such as SBs & ADs maintaining configuration under control. It makes the analysis with findings and fails evaluating the whole plan in order to implement improvements on the maintenance program.

7.2 – Blocked or Equalized Maintenance Plan The maintenance plan can be either blocked or equalized depending on the fleet size, workforce, route structure, maintenance facilities and efficiency. The blocked maintenance put the tasks in blocks following the intervals recommended on the maintenance plan. The equalized maintenance distributes the tasks that can be done on the overnights eliminating the heavy maintenance stoppage.

THE INFORMATION CONTAINED HEREIN IS THE PROPERTY OF EMBRAER AND IT SHAL NOT BE COPIED NOR USED IN ANY MANNER EXCEPT AS EXPRESSLY AUTHORIZED.

EMBRAER - Fleet Reliability & Cost Effectiveness Division Prepared by: Marcelo Fassina

e-mail: [email protected]

phone: 0055-12-3927-1795

fax: 0055-12-3927-1464

Date: September 09th 2002 Rev.1

Page: 32

Heavy Maintenance Reference Guide

7.2.1 – Blocked Plan

Blocked Maintenace

Mh

Time

Block Checks Recommended for: ! Mature Airplanes ! Large Fleets ! Airplanes that do not return to base for extended periods Advantages ! Large fleet of airplanes can rotate through the hangar retaining a stable work force ! Open / Close docking labor hours minimized ! Airplane available for operational service for longer periods ! Provides time for modifications and refurbishment Disadvantages ! Small fleet operators will have peaks and valleys in scheduling ! Small fleet operators can not afford to have long out of service airplanes

THE INFORMATION CONTAINED HEREIN IS THE PROPERTY OF EMBRAER AND IT SHAL NOT BE COPIED NOR USED IN ANY MANNER EXCEPT AS EXPRESSLY AUTHORIZED.

EMBRAER - Fleet Reliability & Cost Effectiveness Division Prepared by: Marcelo Fassina

e-mail: [email protected]

phone: 0055-12-3927-1795

fax: 0055-12-3927-1464

Date: September 09th 2002 Rev.1

Page: 33

Heavy Maintenance Reference Guide

7.2.2 – Equalized Plan

Equalized Maintenace

Mh

Time

Equalized Checks Recommended for: ! Newer Airplanes ! Small Fleet Operators ! Airplanes that return to base frequently Advantages ! Constant scheduling of work aids in stable employment of work force ! Allows small fleet operators to perform “C” check during over night periods Disadvantages ! May break operational schedule to accomplish non-routine corrections ! Open / Close docking labor hours increase ! Requires more strict customized planning than block checks ! Not compatible with aging fleets (generally should stop equalizing “C” check when the airplane enters mature phase) ! May lose the intent of the requirement when maintenance is accomplished earlier than required. NOTE: Other procedure is to distribute some tasks during the aircraft overnight reducing the weigh of heavy maintenance. This procedure does not eliminate the heavy maintenance stoppage.

THE INFORMATION CONTAINED HEREIN IS THE PROPERTY OF EMBRAER AND IT SHAL NOT BE COPIED NOR USED IN ANY MANNER EXCEPT AS EXPRESSLY AUTHORIZED.

EMBRAER - Fleet Reliability & Cost Effectiveness Division Prepared by: Marcelo Fassina

e-mail: [email protected]

phone: 0055-12-3927-1795

fax: 0055-12-3927-1464

Date: September 09th 2002 Rev.1

Page: 34

Heavy Maintenance Reference Guide

Dear Customer, the Embraer Fleet Reliability & Cost Effectiveness Team can offer to you a “FLY MORE” assistance that includes: • • • • •

Dispatch Reliability Consultancy; Maintenance Costs Consultancy; Maintenance Program Customization; Maintenance Planning Consultancy; MRO Process Optimization.

THE INFORMATION CONTAINED HEREIN IS THE PROPERTY OF EMBRAER AND IT SHAL NOT BE COPIED NOR USED IN ANY MANNER EXCEPT AS EXPRESSLY AUTHORIZED.

EMBRAER - Fleet Reliability & Cost Effectiveness Division Prepared by: Marcelo Fassina

e-mail: [email protected]

phone: 0055-12-3927-1795

fax: 0055-12-3927-1464

Date: September 09th 2002 Rev.1

Page: 35