OPERATING MAINTENANCE
and it is these that maintenance management
programs (MMPs) follow on behalf of operators
and in support of OEMs for new aircraft.
Modifications themselves are grouped as either
major or minor:- Minor Modifications: approved via Field
Approval or by utilizing a Designated
Engineering/Authorized Representative. - Major Modifications:approved via
Supplemental Type Certificate (STC) or a
factory-issued aircraft service change process
that itself would have been previously
approved under an amended Type Certificate
by the OEM. (Note that an STC is always a
supplemental change to the existing aircraft
type certificate.)
Modifications involving equipment require the
equipment to have their own certification prior to
being installed on an aircraft. Any equipment
certification basis can be via Te chnical Standard
Order (TSO) or Parts Manufacturing Approval
(PMA).
These are not to be confused with repair or
serviceability tags that apply to the status of each
individual serialized component. TSO and PMA
refer to the design and manufacturing approval of
the equipment type and model.
The widely-used term of ‘upgrades’ also refers
to modifications and usually implies an
improvement, such as changing to flat panel
cockpit displays or meeting a mandated
requirement, such as ADS-B Out.Maintenance Repair Organizations (MROs)
MROs, as repair shops, are especially approved to
work on aircraft, engines, APUs, Avionics and all
the other sub-assemblies. They all have one thing
in common: a Repair Station approval required to
work on your aircraft.
If your aircraft is registered in Canada, for
example, then, as an operator, check the Repair
Station Certificate approval from Canada is on
hand at the facility.
Repair shops need to have other approvals such
as an Approved Drug Program, proof of training on
the aircraft and any sub-systems they maintain, and
warranty service capability under factory authorized
programs.
Having the right information is also crucial and
operators should ensure facilities have current
manuals and instructions.
No single shop can do it all and even the best
will subcontract some maintenance and service. An
example could be cockpit window polishing, an art
for sure. However, the prime facility is responsible
for the subcontracted effort and the final ‘aircraft
release’ should always reflect the result of all work
completed, with each task supported by its own
release.Maintenance Management Programs (MMP)
MMPs track due items on an aircraft, including
inspection, service bulletins, directives and
component changes. They rely on the accuracy of
the information initially provided and subsequent
flight activity supplied by operators.
While complex and very useful, MMPs are
basically software tracking tools common to many
different industries. Aircraft subject matter experts
employed to manage them are the real tool you
are purchasing with a subscription. Because there
are many nuances in aircraft maintenance, these
analysts are key to ensuring it works for you.
MMPs do offer such extras as non-routine task
tracking, inventory and work order control. As a
tool they support (but do not replace) the Flight
Department’s mechanic.
For Business and General Aviation, there are
several major MMPs that serve OEM-new and
legacy used aircraft makes and models. Some of
the major players also offer extras, including:- Procurement Resources
- Pilot Tools
- Electronic Log Books
- Non-Routine Activity Tracking
- Mobile Applications
- eSignatures
- Work Order Tools
There are several major players in the MMP
business (while many others are focused on
Airlines, the Military, Operations (as opposed to 86 AVBUYERMAGAZINE– July 2 018 http://www.AVBUYER.com Aircraft Index see Page 129Maintenance.qxp_Finance 19/06/2018 14:48 Page 3