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maintenance and engineering (M&E)
departments, and third party
maintenance providers. These include:
passing component reliability data;
supplying engineering data and
information; supplying lists of part and
dash numbers; issuing various technical
manuals; recommending rotable and
spares requirements; and several other
factors in the acquisition of spare
material and claiming of warranties. In
the case of some OEMs, in particular
engine manufacturers, communication
with the airlines extends to health and
condition monitoring of aircraft, engines
and systems.
Airlines have traditionally used
manual and paper systems for dealing
with these issues. These are all large tasks
that require large teams of engineers to
manage. The availability of IT systems in
M&E means the management of these
processes can be automated, providing
the airline operator with greater control
and speed of process.
Aircraft configuration
The configuration of each aircraft
continuously changes during operation.
Rotable and repairable parts are removed
due to failure or poor operation and
replaced with serviceable items taken
from an inventory store.
Preventing excess consumption of
rotable and repairable parts requires the
reliability of each part number and dash
(variant) number to be monitored
through reliability analysis. This analysis
is passed to OEMs so that part and dash
numbers with poor reliability can be
identified and improved with
modifications. Improved and modified
parts can then be installed on the aircraft,
which requires careful analysis for
compatibility with other part numbers.
That is, later dash numbers of a
particular part number may only be
compatible with certain dash numbers of
other parts already installed on the
aircraft for the two to work together.
This process has traditionally been
managed with paper systems, which
involved keeping of vast records and
required large numbers of engineers.
Maintenance IT systems first need to have
the anatomy of the aircraft and its entire
list of part, dash and serial numbers
loaded to manage this process
automatically. This management of the
aircraft’s configuration is the basis for
allowing efficient component reliability
analysis.
“Configuration management has
always been one of the most complex
tasks for airlines, MRO shops and indeed
OEMs to cope with,” explains Geoff
Hughes, sales director at Spirent Systems
(now MIRO Technologies). “Our AuRA
system is a fully integrated solution across
engineering, maintenance planning,
technical records and materials
procurement and has been designed
specifically to deal with this immensely
complex issue. AuRA holds the
relationship between part numbers,
aircraft models and sub-models, reference
data such as ATA or Airbus FIN number,
maintenance tasks and procurement data
to ensure if the OEM makes any change,
AuRA ensures that change ripples right
throughout the organisation instantly.”
“At the purchase or delivery of an
aircraft, its component configuration is
loaded into M&E IT systems,” explains
Paul Dibble, director of solutions
management at Avexus. “These data
when loaded not only list all part
numbers, but list them according to the
aircraft’s structure and anatomy with
respect to air transport association (ATA)
chapter and physical location on the
aircraft. This is accompanied by the
maintenance intervals for each part, or
notification that the part has an oncondition
maintenance process if
appropriate. The maintenance intervals of
each part can then be grouped into
maintenance checks.
“Once each part is listed, its
maintenance record and history and
removal and replacement history can be
kept. Our impresa system can thus list an
aircraft’s entire configuration and
component inventory at any one time. It
can also summarise the aircraft’s
maintenance status and what
maintenance is due as summarised in
checks,” continues Dibble. “The date the
maintenance items and checks are due is
continuously brought forward, revised
and updated as the aircraft is utilised in
operation. These utilisation data are
entered either manually or received
automatically from flight operations.”
(see Integrating MRO IT with airline
25 I MAINTENANCE & ENGINEERING
ISSUE NO. 36 • AUGUST/SEPTEMBER 2004 AIRCRAFT COMMERCE
　
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