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A 10 year maintenance plan. A suitable type of maintenance programme. In-house or outsourcing decisions. Type of skills required and the number of staff
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The aircraft chosen to operate the domestic route will be the ATR 72-500. The aircraft has the capability to use a propeller brake hence there is no need for an Auxiliary Power Unit (APU) when the aircraft is on ground. This will save weight on the aircraft and there will be less component maintenance costs and less spares will be required. The ATR 72 powered by the PW127F engines provides outstanding short field performance even on difficult hot and high airfields and this will be very useful for KalAir as most of its domestic destinations have short fields which are both hot and high. The A318 aircraft is chosen for the regional/international routes because fewer aircraft is required in the first 5 years compared to the E190 and this would save KalAir some money with its upfront capital outlay. Also similar type of aircraft in the A320 family is used in the region, hence more maintenance options and expertise will be available and higher spares availability can be achieved through spares pooling.
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Aircraft maintenance
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Operational Check
Table 1: A318 Block Maintenance Source: ATE Lecture notes 2008 Table 2 is an example of the block maintenance and intervals for the different checks that will be used for the ATR 72 aircraft in KalAir's fleet. Type Daily A Check C Check Interval Downtime 24h 2 to 3h Main Purpose Checks and zonal visual inspections Zonal visual inspections, lubrication, servicing and operational checks Operational and functional checks on aircraft and powerplant systems
Propeller Inspection
* based on estimated 5.5FH daily utilisation Table 2: ATR 72 Block Maintenance Source: Adapted from ATE Lecture notes 2008
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Aircraft maintenance
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Technical Services
Engineering, publications, planning and training (for both A318 & ATR 72 fleet)
Aircraft Maintenance
Hangar Line (for both A318 & ATR 72 fleet) Maintenance Control Centre (for both A318 & ATR 72 fleet)
Shop Maintenance
Structures, mechanical and instrument (for ATR 72 fleet)
Material
Purchasing and receiving Stores and inventory
Quality
Quality Assurance & Quality control Safety & reliability The organisation has to be structured this way so as to ensure that it has maximum capability of handling the ATR 72 maintenance and the ability to handle an adequate amount of maintenance on the A318 so that it would not jeopardise the flight schedule. To ensure this KalAir will need to hold a large inventory of spares. This list of spares to be held will be based on the Minimum Equipment List of both the A318 and ATR 72 aircraft and also AOG' spares so that it would not render these aircraft on ground (AOG). Spare engines for both aircraft need to be kept by KalAir so that a Quick Engine Change (QEC) can be carried out and the aircraft replaced with a new engine. The engine that is removed can then be sent to the engine repair facility for repairs to be carried out. The materials planning needs to be done well in advance and the availability of spares and tooling needs to be ensured before the aircraft goes into the hangar for maintenance.
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Aircraft maintenance
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Table 3: Shift pattern and manpower Though maintenance staff will be cross trained on both aircraft types to meet manpower requirements for unexpected incidents a clear distinction between the two teams will be maintained during the normal operations. A higher provision for ATR staff is made for shift 1 because of the increased activity of aircraft at 1000hras and 1400hrs. A consistent number of staff will be maintained for the night shift as the work packages will not vary considerably, if it does the staff strength can be increased or overtime can be introduced. At the maintenance control centre two staff will be present during shift 1 and 2 as that is when all the flying activity takes place and the flight schedule needs to be maintained and the unexpected maintenance will be scheduled for the night shift. The line stations will be manned by Part 66 certified Category A staff to certify the aircraft after transit checks.
Daily FHDaily CyclesDaily FHDaily Cycles 15 15 11.5 NA 3 3 2 NA 3 4 5 3 1 4 15 15 11.5 8 12.5 14.3 14 9.5 10 12 3 3 2 2 3 4 5 3 3 4
ATR7 Average10.5
Table 4: Aircraft cycles and flight hours The scheduling of the aircraft will be planned according to the average flight hours and cycles. Since the flight hours and cycles over time have been obtained, the calendar based and usage based inspections can be scheduled. The hard time maintenance intervals will be designed to be incorporated in the scheduled checks to allow for less down time. The aircraft that has the highest daily flight hours in each fleet will be the first in the sequence when the maintenance is planned. The maintenance schedule for the A318 aircraft will be based on the data available in Table 1 and the maintenance schedule for the ATR 72 will be based on the data in Table 2. The calculations for the A318 aircraft give about 7 A checks in a year. This can be scheduled such that an A check together with a split C check is done at a one and a half month interval carried out throughout the night over six days. Hence the C checks will be similar to a single task oriented maintenance concept except that it would be carried out over a longer time period with less aircraft visits. The 4C check and the 8C check come together with structural checks and heavy maintenance. For year 5 when the new A318 aircraft arrives it can be
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