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ANIRUDH GOYAL
608MP13
MPAE-1
OBJECTIVE
OF
MAINTENANCE
HIGH
Such a thing could be used only when the equipment failure does not significantly affect the operation or production or
generate any significant loss other than repair cost.
PREVENTIVE MAINTENANCE
Maintenance carried out at predetermined intervals or according to prescribed criteria, aimed at reducing the failure risk
or performance degradation of the equipment.
The maintenance cycles are planned according to the need to take the device out of service. The incidence of operating
faults is reduced.
It is further divided into periodic maintenance and predictive maintenance. Just like human life is extended by preventive
medicine, the equipment service life can be prolonged by doing preventive maintenance.
PREDICTIVE MAINTENANCE
Maintenance carried out by integrating analysis, measurement and periodic test activities to standard preventive
maintenance.
The gathered information is viewed in the context of the environmental, operation and process condition of the equipment in
the system. The aim is to perform the asset condition and risk assessment and define the appropriate maintenance
program.
All equipment displaying abnormal values is refurbished or replaced. In this way it is possible to extend the useful life and
guarantee over time high levels of reliability, safety and efficiency of the plant.
OverLower
all verystart
costup
effective
cost Catastrophic failure still a risk
Flexibility can allow for adjustment of schedule
to accommodate
Limited personnelother work
requirement Labour Intensive
Increased equipment life
Reduced
Saved energy costmaintenance
resulting fromcosts
equipment Performance of maintenance based on
running from pick efficiency schedule not required
Potentially increased margins
Reduced equipment or process failure Risk of damage when conducting
unneeded maintenance
Over all saving between 12% to 18%
Productivity Improvement
Lower start up cost Breakdown losses
Quality Improvement Setup and adjustment losses
LimitedCost
personnel requirement
Reduction Idling and minor stoppage losses
Employee Ownership
Reduced maintenance costs Speed losses
Improved working environment
Increased increased
Potentially Plant Reliability
margins Strat-up/ yield losses
Increased component
Lower start up operational
cost Increased investment of diagnostic
life/availability equipment
Allows for pre-emptive
Limited personnelcorrective action
requirement Increased staff training for analysing
Decreased part and labour cost data
Reduced
Improved maintenance
safety costs
and environment Saving not readily visible without a
baseline/history
Energy savings
Potentially increased margins
Over all saving between 8% to 12% over
preventive maintenance
CBM is performed while the asset is working, this Condition monitoring test equipment is expensive to
lowers disruptions to normal operations install, and databases cost money to analyze
Cost to train staff you need a knowledgeable
Reduces the cost of asset failures
professional to analyze the data and perform the work
Improves equipment reliability Fatigue or uniform wear failures are not easily detected
with CBM measurements
Minimizes unscheduled downtime due to
Condition sensors may not survive in the operating
catastrophic failure environment
May require asset modifications to retrofit the system
Minimizes time spent on maintenance
with sensors
Minimizes overtime costs by scheduling the
activities
09-02-2017 Seminar | 608-MP-13 14
CASE STUDY
What maintenance plans are adopted by
commercial aircraft operators and how are
these being accomplished in a cost effective manner?
Modern industries focus mainly on implementing lean methodologies and Just In - Tim e
( J I T ) systems by incorporating better reliability systems in their maintenance operations.
Same situation exists in aviation industries too, where it is found that components that dont
require frequent maintenance or removals are subject to Preventive maintenance the
components are subjected to maintenance/removal in a fixed time interval though it works
well. Considering financial aspects of such maintenance, the industry has taken to Reliability
Centered Maintenance (RCM) methodology.
Reliability Centered Maintenance, or RCM, is a logical, structure framework for determining the optimum mix of applicable and
effective maintenance activities needed to sustain the desired level of operational reliability of systems and equipment while
ensuring their safe and economical operation and support.
RCM is a methodology to segregate the maintenance tasks based on their criticality and thereby revising its existing
maintenance program considering financial benefits as well as ensuring safety.
Aircraft maintenance checks are periodic inspections that have to be done on all commercial/civil aircraft after a certain
amount of time or usage.
Airlines and airworthiness authorities casually refer to the detailed inspections as "checks", commonly one of the
following:
A Check
B Check
C Check
D Check
A and B checks are lighter checks, while C and D are considered heavier checks.
This is performed approximately every 400-600 flight hours or 200300 cycles (takeoff and landing is considered an aircraft
"cycle"), depending on aircraft type.
It needs about 150-180 man-hours and is usually on the ground in a hangar for a minimum of 10 hours. The actual
occurrence of this check varies by aircraft type, the cycle count, or the number of hours flown since the last check. The
occurrence can be delayed by the airline if certain predetermined conditions are met.
CHECK B
This is performed approximately every 6-8 months. It needs about 160-180 man- hours, depending on the aircraft, and is
usually completed within 13 days at an airport hangar.
A similar occurrence schedule applies to the B check as to the A check. However, B checks may also be incorporated into
successive A checks, i.e.: Checks A-1 through A-10 complete all the B check items.
This is performed approximately every 20 24 months or a specific amount of actual flight hours (FH) or as defined by the
manufacturer. This maintenance check is much more extensive than a B check, requiring a large majority of the aircraft's
components to be inspected.
This check puts the aircraft out of service and until it is completed, the aircraft must not leave the maintenance site. It also
requires more space than A and B checks. It is, therefore, usually carried out in a hangar at a maintenance base. The time
needed to complete such a check is generally 12 weeks and the effort involved can require up to 6,000 man- hours. The
schedule of occurrence has many factors and components as has been described, and thus varies by aircraft category and
type.
Because of the nature and the cost of such a check, most airlines especially those with a large fleet have to plan D checks for their
aircraft years in advance. Often, older aircraft being phased out of a particular airline's fleet are either stored or scrapped upon reaching
their next D check, due to the high costs involved in comparison to the aircraft's value.
On average, a commercial aircraft undergoes three D checks before being retired. Many maintenance, repair and overhaul (MRO) shops
claim that it is virtually impossible to perform a D check profitably at a shop located within the United States. As such, only a few of these
shops offer D checks.
Given the time requirements of this check, many airlines use the opportunity in order to also make major cabin modifications on the
aircraft, which would otherwise require an amount of time that would have to put the aircraft out of service without the need for an
inspection. This may include new seats, entertainment systems, carpeting, etc.