The F900EX EASy system enables the flight or maintenance crew to: -

obtain airplane systems failure information requested for an optimized and safe dispatch
decision
- print or download maintenance reports,
- upload navigation files and databases,
- obtain airplane failure and status information, perform complementary ground tests, and
perform data recording on selected events, as requested for servicing, maintenance and
troubleshooting operations.

The above listed capabilities rest on the F900EX EASy Airplane Diagnostic and Maintenance
System (ADMS) which includes first: - the EASy functions in charge of elaboration and display
of failure information for dispatch decision, - the EASy Central Maintenance Computer Function
(CMCF): o detect failures and to report them to the EASy system in real time, in flight or on the
ground, & perform initiated complementary tests, on the ground
The EASy avionics system processes the EASy input data, and, when a failure is detected,
generates the proper cockpit indication for dispatch decision. This indication can be one or
several CAS messages, as well as abnormal status indication presented in PDU (gears, slats /
flaps, air brakes, …). When recommended by the Master Minimum Equipment List (MMEL), and
in order to limit as much as possible dispatch restriction, detailed failure information can be
obtained in the Status Synoptics.

Central Maintenance Computer Function (CMCF) provides:

- a single access to avionics, HGS, engines and A/C systems maintenance messages, status
information and initiated ground tests, requested for servicing, maintenance and troubleshooting
purposes,
- meanS of loading navigation files and databases, and system software from the on-board
Data Management Unit (DMU) located in the cockpit (LH console), or from a laptop acting as a
Centralized Maintenance Computer (CMC) remote terminal,
- means of downloading maintenance data to the on-board Data Management Unit (DMU), or to
a laptop acting as a CMC remote terminal,
- a means of printing data on the on-board printer located in the cockpit (RH console),
- a means of configuring the Maintenance Computer RS-232 port located in the cockpit
maintenance panel, in order to connect it to one of the following A/C system computers:
Fuel Quantity Management Computer (FQMC) Channels 1 and 2,
Braking System Computer Unit (BSCU) 1 and 2,
Cabin Pressurization Computer (CPC),
Bleed Air Supply Computer (BASC),
Control and Monitoring, Engine Vibration Monitoring Computer (EVMC) 1, 2 and 3, and
Digital Electronic Engine Computers (DEEC) 1, 2 and 3.

The Centralized Maintenance Computer (CMC) module hosts the Central Maintenance
Computer Function. It can be controlled:
- from the cockpit, on the ground, with the CCD and the CMC maintenance page displayed in
one MDU,
- from a standard laptop connected to the EASy Local Area Network (LAN) BNC connector
located in the maintenance panel, and configured as a CMC Remote Terminal by executing the
dedicated Honeywell CMC-RT software.

The CMC Remote Terminal can be used with the A/C being either in ground or flight
configuration

The Central Maintenance Function software does not comply with certification requirements
applicable to functions generating and displaying information related to the safety of flights.
Consequently, failure and status information displayed on the CMC Maintenance Page cannot
be considered as the only information used for dispatch decision: They are dedicated to
servicing, maintenance and troubleshooting purposes.
The Centralized Maintenance Computer (CMC) is a Modular Avionics Unit (MAU) module
installed in MAU 2 Channel A – slot 2 (MAU 2 is installed in the airplane nose cone). It is
powered through bus B2 when the RH AV MASTER switch is depressed, and is protected by
the MAU 2 CH A circuit breaker. The CMC is consequently not powered in MINI LOAD mode.
The CMC is also powered by the DU 1 stand-by battery in order to ensure a proper CMC
shut-down at avionics or airplane power off.

All information received by the MAU(s) for flight management is available for the CMF for
processing and display of failure information.

The elaboration and display of failure information requested for an optimized and safe dispatch
decision is based on the following principles:

- a CAS message is displayed in case of any system failure identified by the EASy system, and
which impacts the airplane dispatch capability,
- in order to limit the number of CAS messages, failures reported as fault codes by braking, fuel
and bleed air and anti-ice systems computers are signaled by a generic CAS message
-FAULT CODE indicates to the crew that at least one fault code that may affect dispatch is
displayed in Status synoptics.
- a table of CAS messages along with their references to enter in the MMEL item list is included
in the MMEL preamble

- an MMEL item list reference is associated to any CAS message which can be displayed on the
ground - the MMEL recommends getting additional information on the STAT synoptic for an
optimized dispatch decision.

Some failures impacting the airplane dispatch can only be detected when the airplane is in a
specific operational configuration (e.g.: engine running, anti-ice operating, braking with anti skid
operating, …). To keep the failure information displayed when the airplane is no longer in this
operational configuration, the corresponding CAS message is latched until a CLEAR FAULT
soft key activation in the Test Synoptics

MCDU System Familiarization:

https://www.youtube.com/watch?v=hzknF9qIUm4
OMS are primarily software-based and reside on avionics Systems. Their primary function is to
monitor the health of the aircraft (through aircraft condition monitoring function) and diagnose
issues quickly and accurately. OMS functions include:

● Continuous monitoring of aircraft avionics during flight

● Diagnosis of the root cause fault behind symptoms
● Correlation of the fault with flight crew alerts (flight deck effects)
● Informs the maintenance crew of the required repair action
● Performs applicable testing (built-in test (BIT), ground tests, return-to-service tests)

OMS also includes aircraft data loading hardware (wired or wireless), which is used to provide a
secure connection between ground systems and the aircraft avionics. Data loaders are used to
load critical flight tools including navigation databases (charts and maps) and flight plans. They
also download fault history database information from the aircraft’s central maintenance
computer (CMC).

OMS systems provide you:

● Faster diagnosis of faults and repair of affected systems

● 50 percent reduction in aircraft turn times
● Reduced no-fault found equipment returned for repair
● Lower maintenance costs
● Upgraded system reliability
● Improved diagnostics and trouble-shooting during OEM build cycle
● Lower production costs
● Higher on-time deliveries

The ​Onboard Network System (ONS)​ monitors the aircraft systems hardware and software for
faults and health monitoring and sends alerts to pilots and maintenance staff via the enhanced
digital flight data acquisition unit (eDFDAU). It can store over 75 flight hours of data and analyse
and trend that data in-flight on its data file server called the​ Network File Server (NFS)​.

The big advantage of ONS over previous systems is that it collects and sends data from all
monitored systems for viewing by pilots or maintenance crews either on the flightdeck display
systems and/or at maintenance base, rather than maintenance crews having to locate and
interrogate or BITE check each individual system component many of which were located in the
E&E bay.
Line Maintenance
This would typically include Pre-flight checks, Daily checks (before first flight) Fluids, Failure
rectification as well as Minor, scheduled maintenance tasks as follows. According to EASA Part
145, AMC 145.A.10, Line Maintenance should be understood as ​“any maintenance that is
carried out before flight to ensure that the aircraft is fit for the intended flight.”​ This may include:

● Trouble shooting
● Defect rectification
● Component replacement, up to and including engines and propellers, with use of
external test equipment if required
● Scheduled maintenance and/or checks including visual inspections that will detect
obvious failures but do not require extensive in depth inspection. It may also include
internal structure, systems and powerplant items which are visible through quick opening
access panels/doors
● Minor repairs and modifications which do not require extensive disassembly and can be
accomplished by simple means

EASA Part 145, AMC 145.A.10 also explains that ​“for temporary or occasional cases (ADs,
SBs) the Quality Manager may accept base maintenance tasks to be performed by a line
maintenance organisation provided all requirements are fulfilled as defined by the competent
authority”.​ It is also noted that ​“Maintenance tasks falling outside these criteria are considered to
be Base Maintenance”​.

Base or Heavy Maintenance

Base Maintenance may be referred to as Heavy (or Depth) Maintenance, and consists of tasks
that are generally more in-depth and long-lasting than those above, but are performed less
frequently. An MRO company will have to have large facilities and specialised equipment and
staff to undertake base maintenance, and many operators ​contract-out​ this function. The
different activities may include:

● C and D Checks (Block checks related to maintenance programme) which will check for
deterioration of the airframe, engines and systems, e.g. corrosion, fatigue
● Removal of defects – implementation of Service Bulletins (SB) and Airworthiness
Directives (AD), although this can also be done during Line maintenance.
● Technology upgrade – fitting of TCAS/ TAWS etc
● Cabin reconfiguration, painting etc.

Shop or Component Maintenance

The third form of maintenance can be termed as “Workshop” or just Shop maintenance. This
covers maintenance on components when removed from aircraft e.g. engines, APU, seats.
Sometimes this is carried out within the same organisation as the Base Maintenance, but
sometimes special companies carry out this work separately.

Maintenance Intervals
The intervals of maintenance are parameters set within the Approved Maintenance Schedule
(AMS), which is in turn based on the Maintenance Planning Document (MPD). These will be set
according to different criteria, mostly depending on how well damage can be detected and
failure predicted [CAA, 2017]:

Hard time

● "Preventative process in which known deterioration of an Item is limited to an acceptable

level by the maintenance actions
● Carried out at periods related to time in service (e.g. calendar time, number of cycles,
number of landings)."

On-condition

● “Preventative process in which Item are inspected or tested, at specified periods, to an

appropriate standard to determine whether it can continue in service
● Such an inspection / test may reveal a need for maintenance action.
● Fundamental purpose of On-Condition is to remove an Item before its failure in service.”

Condition monitoring

● “Information on Items gained from monitoring is collected, analysed and interpreted on a

continuing basis as a means of deciding whether or not to implement corrective
procedures.”
● This process is normally automated and may form part of the aircraft’s on-board health
management system.

Units for Maintenance Intervals

● Flight Hours (FH), for items that are in constant operation e.g. Fuel Pumps, Electric
Generators
● Flight Cycles (FC), for items operated once or twice per flight e.g. Landing gear, air
starter, brakes, hull pressurization
● Calendar Time (Cal), for items exposed whether operated or not e.g. Fire Extinguishers,
Corrosion to Structure
● Operating hours, for items not operated every flight, or otherwise independent of FH or
FC e.g. APU operation.