Spec 2000 Modification Request

SPEC 2000 MODIFICATION REQUEST

Type or Print Clearly

For ATA Use Only

SMR CONTROL NO. ______

1. TITLE OF PROPOSAL: Reliability Data Collection

2. MAIN DOCUMENT AND DATA DICTIONARY CHAPTERS/SECTIONS OF PRIMARY IMPACT: (Include Attachments)

This SMR proposes the first draft of the entirely new chapter 11 for spec 2000.

It includes proposed modifications and additions to data dictionary (CSDD).

3. DESCRIPTION OF CHANGE:

The purpose of this chapter is to provide a set of standardized record formats for collecting and exchanging aircraft reliability data.

4. USER JUSTIFICATION:

To date a variety of collection methods, unique to individual companies, make any attempt to exchange data or measure reliability across the industry time-consuming, costly and subject to error. The development and implementation of standard record formats for collecting and exchanging aircraft reliability data will enable the industry to collect, measure and exchange this information in a consistent format – ultimately improving efficiency and reducing both costs and errors.

5. SUBMITTER INFORMATION

ROBIN______2 May 2000______

(Print Name) (Date)

______

(Signature)

Director Logistics Engineering______

(Title)

Thomson-Csf Sextant ______

(Company)

Aerodrome de Villacoublay Velizy France______

(Address)

(33) 1 46 29 72 21_ (33) 1 46 29 53 20

(Phone) (Fax) (E-Mail)

SPEC 2000 MODIFICATION REQUEST

INSTRUCTIONS

A. Statement of Purpose

A SPEC 2000 Modification Request (SMR) is a form prepared by a user to initiate changes to the Specification, report urgent maintenance requirements, or propose enhancements to system operation under Specification 2000. The SMR Control No. will be assigned by ATA and used for control and references as the SMR proceeds through the review process. Any SPEC 2000 user may submit an SMR.

B. Form Completion Instructions:

1. / Title of Proposal / A short, descriptive phrase identifying the topic of the requested change. This will be used along with the SMR Control No. to identify the SMR.
2. / Main Document and Data Dictionary Chapters/Sections of Primary Impact / A detailed citation of the SPEC 2000 Data Dictionary or Common Support Data Dictionary and the Specification chapter and section to be modified.
SPEC-ready documentation is required (see explanation below).
3. / Description of Change / A detailed explanation of the proposal and objective of the modification. Include estimated impact on resources and existing users/systems.
4. / User Justification / Explain why the modification should be made, including tangible and intangible benefits, anticipated cost savings, or regulatory requirement.
5. / Submitter Information / All information must be completed. Submitters must have the appropriate authority within their companies/organizations to request the modification.

C. SPEC-Ready Documentation:

All SMRs must be submitted with detailed and comprehensive attachments clearly showing the proposed changes (e.g., marked up copies of affected pages). If applicable, documentation should include SPEC 2000 examples.

D. Routing Instructions:

Send completed form with attachments to:

Air Transport Association of America

SPEC 2000 Program

1301 Pennsylvania Avenue, N.W., Suite 1100

Washington, D.C. 20004-1707. USA

Tel. 202-626-4039

ARINC/SITA: WASMMXD

Fax. 202-626-4081

SPEC 2000 Modification Request Draft chapter 11-Reliability data collection/exchange 2

TABLE OF CONTENT OF THE SMR

CHAPTER 11 SPECIFICATION

Overview

Purpose

General use of reliability data

Aircraft reliability data

Glossary of terms

Section 1 - Component Reliability Data Collection/Exchange

TEI In-Front Method

CSDD CHANGES

Section 1 : Modifications of existing Spec 2000 data elements

Section 2 : Modifications of existing non Spec 2000 data elements

Section 3 : New data elements

CHAPTER 11

Reliability Data Collection/Exchange

Overview

Purpose

General Use of Reliability Data

Aircraft Reliability Data

Standardized Record Format

Overview of Reliability Data Exchange Between Parties

Glossary of Terms

Section 1 - Component Reliability Data Collection/Exchange

Overview of the Component Removal Tracking Process

Standardized Record Formats contained in this Section

Removal/Findings Flow Chart

LRU Removal Record Structure

Purpose

Input contents and sequence

Shop Findings Record Structure

Purpose

Input contents and sequence

Piece Part Record Structure

Purpose

Input contents and sequence

Aircraft Hours and Landings Record Structure

Purpose

Input contents and sequence

Procedures

Update Change Codes

Create a LRU Removal Record

Delete a LRU Removal Record

Revise a LRU Removal Record

Multiple Occurrence of a TEI in LRU Removal

Data Set Groups

Create a Shop Findings Record

Delete a Shop Findings Record

Revise a Shop Findings Record

Multiple Occurrence of a TEI in Shop Findings

Data Set Groups

Create a Piece Part Record

Delete a Piece Part Record

Revise a Piece Part Record

Create a Aircraft Hours and Landings Record

Delete a Aircraft Hours and Landings Record

Revise a Aircraft Hours and Landings Record

Supporting Technical Information

Coding of Removal Type Code

Coding of Shop Findings Text

Data Audits

Reliability Data Audits

LRU Removal Record Audit

Shop Findings Record Audit

Piece Part Record Audit

Aircraft Hours and Landings Record Audit

TEI In-Front Method

CHAPTER 11 – RELIABILITY DATA COLLECTION/EXCHANGE

OVERVIEW

Currently, reliability data is being collected by virtually every aircraft operator as well as airframe, engine and component manufacturer in the world. Each day, individual companies collect and analyze thousands of pieces of vital information regarding aircraft components, operations and maintenance in an effort to further enhance aircraft reliability. This process, while successful within individual companies, is not properly structured for the collection and exchange of aircraft reliability data between companies.

PURPOSE

The purpose of this chapter is to provide a set of standardized record formats for collecting and exchanging aircraft reliability data.

GENERAL USE OF RELIABILITY DATA

There are many reasons for collecting/exchanging and analyzing aircraft reliability data.

One reason is for understanding in-service airplane and component reliability performance and to quickly identify problems so that root cause analyses can be performed for problem identification and resolution. An outcome of this type of analysis may uncover an operator’s training, logistics and/or operations problems being the cause of an apparent reliability issues as well as being caused by the aircraft or components.

In-service reliability data is often used by manufacturers to compare design-phase predictions to the in-service actuals to assess the accuracy and validity of the analyses performed during design.

Other uses of in-service reliability data:

· Determine if certain problem areas are unique to an operator or if others are experiencing the same problems.

· Determine if the Mean Time Between Unscheduled Removals or No Fault Found rate one operator is experiencing is better or worse than the industry norm.

· Determine which modification has a better payback by comparing removal and failure rates of operators incorporating various Service Bulletins/modifications.

· Determine schedule interruption rates.

· Determine aircraft flight hours, flight lengths, number of landing cycles as well as utilization rates.

· Understand shop findings to determine if a removal confirms the reason for removal.

· Determine failure mode rates.

AIRCRAFT RELIABILITY DATA

The data necessary to determine aircraft reliability can be broken into seven categories.

1) Aircraft data. This data contains aircraft configuration, operator and time-of-delivery component part numbers and serial numbers.

2) Aircraft general statistics data. This data contains flight hours, landings and revenue departures.

3) Aircraft event data. This data contains significant events such as mechanical dispatch delays, cancellations, substitutions, air & ground turnbacks, diversions, incidents, and structural difficulties.

4) Component removal data. This data contains the part number, serial number, manufacturer’s code and the reported defect pertaining to each part that was removed from the aircraft during a maintenance action.

5) Aircraft logbook data. This data contains information that was written up by pilots, cabin crews and maintenance crews concerning aircraft discrepancies. It also includes the corrective actions taken by maintenance personnel.

6) Scheduled maintenance/dock maintenance data. This data contains information concerning scheduled maintenance performed during inspection intervals as called out in the Maintenance Planning Documents.

7) Component Shop repair data. This data contains repair information pertaining to fixing internal problems related to a part that was removed or returned to the supplier or to an airline repair shop with a reported defect.

Standardized Record Format

The purpose of the Standardized Record Format (SRF) is to provide a standard record layout for transferring data organized by subject matter. These records will be organized in a computer readable data file to facilitate data transfer. The essential fields in each record contain enough information to support the loading of these data into a database.

It is important to remember the difference between the SRF data file and a database. The data file is for data collection and transfer from one computer (site) to another. The intent of a database is to create an official repository of collected data, forming a homogenous and seamless set of data structures. The SRF files do not themselves constitute a database but only serve to collect and transfer data.

The SRF is independent of the media used to contain the data files. Traditionally, customers and suppliers provided high volume data in individualized file formats on magnetic tape compatible with IBM mainframes. With desktop computing becoming more powerful, and the availability of good data compression software, files stored on Compact Discs (CD), are the popular choice for smaller data samples. In any case, (tape, diskette or CD) the media has to be mailed from one company to another, introducing the overhead and added expense of postal services.

Thus the SRF facilitates direct electronic exchange of the raw data and is a cost effective and efficient solution to optimize data exchange.

In summary, the SRF is a standardized collection of data, in a readable format, that allows the data to be easily shared by any company that wants to be involved in the data exchange process.

Overview of Reliability Data Exchange Between Parties

Although this chapter focuses only on reliability data collection/exchange, these figures have been included to show the larger picture of reliability data collection and exchange today. Figure 1 depicts the current reliability data flow within our industry. Currently reliability data is exchanged using several different means from paper copies to non-standard electronic formats. Figure 2 depicts the proposed method of reliability data flow using the standardized record formats.

FIGURE 1

FIGURE 2

Glossary of Terms

AHLR = Aircraft Hours and Landings Record

Aircraft Operator = Airline Operator, Cargo Operator, Business Jet Operator, Regional Aircraft Operator, Helicopter Operator

ATA = Air Transport Association

CRDC = Component Reliability Data Collection

IATA = International Air Transport Association

ICAO = International Civil Aviation Organization

LRR = LRU Removal Report

LRU = Line Replaceable Unit (Component)

MTBF = Mean Time Between Failure

MTBUR = Mean Time Between Unscheduled Removal

PPR = Piece Part Report

SFR = Shop Finding Report

SRU = Shop Replaceable Unit

SECTION 1 COMPONENT RELIABILITY DATA COLLECTION/EXCHANGE

The Component Reliability Data Collection/Exchange section defines the standardized record formats necessary for collecting and exchanging aircraft component reliability data. Contained in this section are the aircraft general statistics data (hours and landings), component removal data and shop repair data including shop replaced or reworked piece parts.

Overview of the Component Removal Tracking Process

The component removal tracking process can be summarized by the following diagram :

FIGURE 3

For example, an aircraft event (e.g. a pilot report) may cause an LRU to be removed from the aircraft. For each LRU removed, an LRU Removal Record is produced. This LRU could then be sent to the shop for repair, and in that case at least one Shop Finding Record is produced.

Note : The repair can generate several reports. This would be the case where the LRU is sent to the Airline shop. The test localizes a failed SRU which is sent to the original equipment manufacturer workshop for repair. In this example the airline shop may produce one Shop Finding Record and the original equipment manufacturer will produce a second Shop Finding Record related to the SRU. The repair of the SRU may in turn generate Piece Part Records (from 0 to n). There will be one Piece Part Record per replaced or reworked part.

Standardized Record Formats Contained in this Section

The component or Line Replaceable Unit (LRU) REMOVAL RECORD. This Standardized Record Format (SRF) is for collecting LRU removal data identified by part number, serial number and Commercial And Government Entity (CAGE) code as well as the aircraft from which it was removed and the details surrounding why the LRU needed to be removed. It is to be completed by an aircraft operator or third party repair facility or whomever is removing the defective or high time component.

The SHOP FINDING RECORD. This SRF is for collecting and exchanging LRU shop repair/teardown findings. It is to be completed by an aircraft operator’s repair shop, third party repair facility or original equipment manufacturer for the purpose of detailing the findings associated with an LRU that enters a shop.

Key fields will link the LRU Removal Record to the Shop Finding Record.

The PIECE PART RECORD. This SRF is for collecting defective or suspect Shop Replaceable Units (SRU’s) and other piece parts associated with the shop received LRU. It is to be completed by an aircraft operator’s repair shop, third party repair facility or original equipment manufacturer for the purpose of detailing the findings associated with an LRU that enters a shop.