36 I MAINTENANCE & ENGINEERING

The oldest A380 aircraft are now approaching the end of their first base
check cycle over a 12-year period. Positive maintenance inspection results
a check cycle, releasing the aircraft for longer periods of operational
availability. Sandra Everest examines the A380’s base maintenance inputs.

A380 MPD & base

maintenance analysis
T
he A380-800 began operational The stored aircraft are with Doric Asset with over 100 aircraft. As some aircraft
service in October 2007 with Finance (3) and Singapore Airlines (SIA) are configured for regional use and others
Singapore Airlines. The oldest (1), two of which are undergoing end-of- for longer-distance routes, Emirates
A380s are now approaching the lease maintenance inputs (see A380 table, aircraft show the largest range in annual
end of the first cycle of maintenance page 37). FH utilisation, from just over 3,200FH to
inputs covering a 12-year (YE) period. The oldest aircraft in active service is a little more than 5,200FH.
The A380 was the first Airbus to serial number (S/N) 007, just over 12 The fleet’s average annual utilisation
enter service on a 24-month (MO) base years old, which was originally listed is in the region of 4,725FH and 560FC.
check interval. This equates to a six-check with Airbus, and then delivered to
cycle over 12 years, rather than the more Emirates Airline in 2009.
familiar 18MO base check interval, eight- The highest FH aircraft is S/N 015 A380 MPD
check cycle. The application of modern with 41,761FH operating for Qantas The A380 MPD combines mandatory
design tools and principles in early Airways, at nearly 10 years old. repeat scheduled maintenance inspections
development of the aircraft systems and The highest FC aircraft is S/N 009 required for continued airworthiness of
construction materials played a key role with 5,824FC operating for Emirates, at the aircraft. This includes scheduled
in optimising maintenance efficiencies. nearly 11.5 years old. maintenance tasks in airlines’ Approved
As of the end of 2017, airlines can Engine options for the fleet include Maintenance Programmes (AMP).
escalate the 24MO base check cycle to the Trent 970-84/970B-84, referenced as Revision 13 of the MPD was released
36MO, so that aircraft move to a four- A380-841; the Trent 972-84/972B-84, on 1 February 2017, and contains the A
check cycle over 12YE. This will allow referenced as A380-842; and the Engine check interval escalation from 750FH to
even greater planning flexibility and Alliance GP7270 referenced as A380- 1,000FH. It also contains the task
increase in-service revenue for the fleet. 861. interval parameters supporting the
The traditional lighter structural Of the 13 airlines, seven have the current 24MO base check cycle pattern
inspection at six years, and a heavy Trent 970 engine option, one has the used by in-service aircraft not trialling the
structural check interval of 12YE, will Trent 972 engine, five have the GP7270 36MO escalations.
still slot into either the four- or six-check engine, and only Emirates has two The most recent revision to the MPD,
cycle at 72MO and 144MO. options in the fleet with the GP7270 and Revision 14, was released in late 2017. It
The A380 maintenance planning Trent 972. contains the escalation of specific task
document (MPD) uses a variation of From statistics available, discounting intervals to coincide with progression to a
flight hour (FH), flight cycle (FC) and/or aircraft less than 1.5 years old for more 36MO/18,000FH base check cycle.
calendar intervals to optimise utilisation accurate annual utilisation statistics, the Revision 13 of the MPD contains
of each individual scheduled maintenance aircraft have only a minor variation in 1,817 tasks listed under the three main
task. An increase from 24MO to 36MO average FH usage of 4,381FH for the Air sections of Systems (including auxiliary
for maintenance inspection tasks, France fleet, to 5,491FH with Etihad power unit (APU) and Powerplant),
therefore, requires equivalent FH Airways. Structure, and Zonal. Aircraft and
escalations from 12,000FH to 18,000FH. The average range of annual FC usage component FH, FC and calendar time are
Base check escalations are a result of is from 429FC, for the Qantas fleet, up to used for the main threshold and repeat
positive in-service data collection, and 624FC for the Qatar Airways fleet. interval operational parameters. Calendar
follow escalation of the A checks from As always, geographical location and time is covered by Hour (HR), Day (DY),
750FH to 1,000FH in 2016. The 24MO individual airline operational use of the MO and YE.
check cycle currently in use, the move to fleet range/versus capacity of passenger Additional operational parameters
a 36MO check cycle, and the looming movement results in a variation in the FH will be affected by the local regulatory
first 12YE checks are examined here. to FC ratio. The lowest average FH:FC authority the aircraft operate under, or
ratio is 7.3:1 for Emirates; the highest are contained within additional vendor
FH:FC ratio is 11.8:1 for Qantas. documentation. In this event the MPD
Fleet overview China Southern Airlines, Malaysian references the threshold or interval as
As of mid-April 2018, there are 224 Airlines and SIA have incomplete FH and National Requirement (NR), Vendor
A380-800s, with 220 in active service FC data to add to the utilisation survey. Requirement (VR) or ‘NOTE’, which is
across 13 airlines, and four in storage. Emirates has by far the largest fleet used to reference further information,

AIRCRAFT COMMERCE ISSUE NO. 117 • APRIL/MAY 2018

including interval detail contained within inherent reliability in each of the aircraft’s adhesive as a compound. Compared to
the individual task description. system and structural components. aluminium alloy, GLARE provides better
Many inspection tasks within the “At the beginning of the A380’s crack propagation and more corrosion
MPD originate from other source maintenance programme development, a resistance, allowing the MPD to be
documents, such as the Maintenance decision was made to stop using the relatively light.”
Review Board Report (MRBR), and the check, and apply a usage parameter of For check planning assistance Airbus
Airworthiness Limitation Section (ALS) FH and FC,” explains Pierre Salles- provides an AirPl@n Simulator for
programmes that monitor damage Parfouby, head of the A380 maintenance customised maintenance planning
tolerance and certification maintenance programme at Airbus. “The aim of this simulation. This is accomplished using
requirements (CMRs). Information from was to give more flexibility to airlines in MPD man-hours (MH) based on aircraft
regulatory authorities, such as organising their maintenance planning, so utilisation, and is accessed through the
airworthiness directives (ADs) and that they can perform maintenance when AirbusWorld website.
original equipment manufacturer (OEM) the aircraft stops, rather than stop the
service bulletins (SBs) also feeds into the aircraft to carry out maintenance.”
MPD. The design of the A380 has The 24MO check cycle
The current referenced Limit of maximised maintenance programme The A380 MPD was developed to
Validity (LOV) or maximum FH/FC interval efficiencies. support an annual utilisation of up to
aircraft utilisation covered by the MPD “There are several examples where 6,000FH and 1,100FC. The current
(and source documents) is 19,000FC or the aircraft’s system design was a first for average utilisation of the fleet in terms of
140,000FH. For a high FC utilisation commercial aircraft,” adds Berthold FH and FC will fall within these
aircraft this equates to an operational Stegerer, head of aircraft operations parameters, Ai
service of 28 years, while for a high FH marketing at Airbus. “This included an
utilisation aircraft it equates to 25 years. integrated modular avionics system,
which has reduced the number of
standalone computers, a 5,000PSI
Task interval optimisation hydraulic system with only two circuits
The A380 does not use the industry instead of three, and aluminium wiring
familiar letter checks within the MPD. that reduced the aircraft’s total weight
Under the MPD up to Revision 13, letter loading on the structure.”
checks are large groupings of inspection New construction materials also
at equal intervals of 24MO. They may helped to lighten the maintenance
still commonly be referred to as a cycle of inspection programme. “New to the
C1, C2, C3, C4, C5 and C6 checks (see A380 was the application of GLARE,”
table, page 38). The traditional style of continues Stegerer. “GLARE is a
task grouping into pre-defined checks is composite material comprising
replaced by the concept of recognising the aluminium and glass fibre, with an
38 I MAINTENANCE & ENGINEERING
A380 MAINTENANCE PROGRAMME BASE CHECK CYCLES 24MO & 42). There are also other calendar-driven
tasks that only apply according to the
36MO C CHECK INTERVALS
aircraft’s airframe modification status
(15), the variant (20 and 11), and the
Calendar MPD Approx FH Approx FC
engine’s modification status (5).
interval FH interval per interval per
The same method is then applied for
C check MO interval avg utilisat avg utilisa
the additional tasks to be performed at a
48MO/24,000FH interval. Groups of
1st or C1 C1 24 22C
Hb 12,000 9,000-10,500 1,100 tasks that have 48MO and/or 24,000FH
ZeD Pu intervals will form a large quantity of
tasks. They may be grouped with
24,000FH or 4,400FC, WCF; 24,000FH
or 72MO, WCF; 24,000FH or 36MO,
WCF; 4,400FC or 48MO, WCF; and
24,000FH or 48MO, WCF. These groups
of tasks might collectively be referred to
as ‘2C’ tasks, and so would be performed
at every second base check.
The third and fourth groups of tasks
can be referred to as the 72MO, or ‘3C’;
and 144MO, or ‘6C’ tasks. These are the
light structural inspection at 6YE, and
heavy structural inspections at 12YE.
There are also groups of tasks that are
grouped into 96MO and 120MO
intervals. These might be referred to ‘4C’
and ‘5C’ tasks.
The number of tasks described as
Although letter checks are not used in There are also some permitted ‘1C’, ‘2C’, ‘3C’, ‘4C’, ‘5C’ and ‘6C’ is not
the MPD, base check and larger line ‘maximum variations’ that can be applied listed. Instead the total number of
checks are still often referred to as ‘C’ to listed individual inspection intervals. calendar-driven tasks that come due in
checks and ‘A’ checks’. For the A380, the For example, on tasks controlled by FC, a the C1 to C6 checks are listed (see table,
cycle of six C checks have been at 24MO, task with an interval of more than 500FC page 42).
48MO, 72MO, 96MO, 120MO and has an allowed variation of 5% or 250 In addition to calendar-driven tasks,
144MO. These can be generically landings, whichever is least. For a there are FH and FC tasks with various
referred to as the C1, C2, C3, C4, C5 and calendar example, a task with an interval intervals that come due during the 24MO
C6 checks (see table, this page). of more than three years has a 3MO A check cycle interval, the first 12-year
The larger groupings of structural variation allowance. base check cycle, after the first 12-year
inspections tasks fall due at 72MO and base check cycle, or are VR tasks (see
144MO, which fall in line with the third second table, page 42). As an example,
and sixth C check. Tasking grouping there are 143 A check tasks that apply to
Line checks or A checks were initially The large groups of tasks using all A380-800s, and 530 tasks that apply
set at an interval of 750FH, but have now multiples of 24MOs will often to all A380-800s in the first base check
been extended to 1,000FH. Using the two incorporate an FH and FC parameter to cycle. As these tasks do not have calendar
figures as a range matching current fleet cover higher than average utilisation. intervals in exact multiples of 24MO, but
utilisation, A checks fall due about every Many tasks and task groups do not have will come due between one of the A or
two to two-and-a-half months. intervals that are exact multiples of base checks depending on the aircraft’s
Realistically there is not a large grouping 24MO. Those with intervals between FH and FC utilisation, they are referred
of tasks at these intervals. Line and A exact multiples of 24MO will be brought to as out-of-phase (OOP) tasks. These
checks will comprise all tasks that fall forward and performed early. This avoids will be grouped into the appropriate A or
short of the 24MO/12,000FH C check the aircraft being frequently grounded to C check according to the operator’s
interval, along with all other FH and FC perform smaller groups of tasks. preferences.
tasks as utilisation limits are reached. For example, on a 24MO/12,000FH It is therefore not possible to
The aircraft’s maintenance clock does check interval, there are nine different summarise the number of tasks that will
not start at the same point for all task groups with the potential to be come due in each of the A and C checks.
inspection tasks. For most of the grouped into a 24MO interval: 24MO; The number of FH and FC tasks are
calendar-driven interval tasks, the clock 12,000FH; 24MO or 12,000FH, summarised. As an example, 530 tasks
starts at Transfer of Title (ToT) to the whichever comes first (WCF); 72MO or that apply to all A380-800s fall due
new operator during the delivery process. 12,000FH, WCF; 11,200FH or 24MO, during the 12-year base check cycle
For many of the FH- and FC-driven WCF; 1,500FC or 12,000FH, WCF; Another 26 depend on the airframe’s
tasks, the aircraft’s first flight starts the 2,200FC or 12,000FH, WCF; 24MO or modification status, 39 apply to the
utilisation count. For aircraft 15,000FH, WCF; and 12,000FH or A380-841/-842, and 36 apply to the
components, the first flight after 36MO, WCF. These can all broadly be A380-861 (see second table, page 42).
installation begins the utilisation or included as one group with a dual
calendar count. Alternatively, the first interval of 24MO and 12,000FH. These
flight date plus 90 days may be used if tasks come due every C check, and so 36 MO check cycle
ToT occurs more than 90 days after the may generically be referred to by some as Revision 14 of the MPD supports
first flight. FH and FC parameter tasks, ‘1C’ tasks. For example, there are 105 escalation of specific C check task
therefore, might not be as neatly aligned calendar-driven tasks in the C1 check that intervals from 24MO or 12,000FH, to
as might be expected. apply to all A380 variants (see table, page 36MO or 18,000FH, thereby avoiding

AIRCRAFT COMMERCE ISSUE NO. 117 • APRIL/MAY 2018

40 I MAINTENANCE & ENGINEERING
A380 MAINTENANCE PROGRAMME TASK CODES AND SKILL CODES VERSUS TASK QUANTITIES (MPD REV 13)

Task codes GVI DET SDI CHK SVC VCK LUB FNC OPC RST DIS Total
tasks
System 140 109 23 1 12 42 24 68 199 73 57 748
Structures 113 505 260 878
Zonal 191 191

GVI: General Visual Inspection, DET: Detailed Inspection, SDI: Special Detailed Inspection, CHK: Check, SVC:
Servicing, VCK: Visual Check, LUB: Lubrication, FNC: Functional Check, OPC Operational Check, DIS: Discard

Skill Codes AF EN NDT AV CL LUB EL RA UT

System Section 390 122 14 63 37 17 94 6 5 748

Structures Section 571 49 258 878
Zonal Section 175 16 191

AF: Airframe, EN: Engine, NDT: Non-Destructive Testing, AV: Avionics,CL: Cleaning, LU: Lubrication,
EL: Electrics, RA: Radio and Communications, UT: Utilities

one aircraft grounding and C check over “Two airlines are currently validating
each six-year period. There will now be the 36MO base check interval through MPD content
two base checks instead of three in the their local authorities,” adds Salles-
72-month interval, and just four checks Parfouby. “Other airlines are taking into
in the cycle (see table, page 38). account the revised MPD, based on their System tasks
The A380 C checks will move to needs, organisation and time The Rev 13 MPD Systems, APU and
36MO or 18,000FH, 72MO or constraints.” Powerplant section contains 748 tasks
36,000FH, 108MO or 54,000FH, and As the process of report collection is within about 110 different inspection
144MO or 72,000FH. The larger undertaken for all tasks, there is potential interval groupings. These intervals use
groupings of structural inspections tasks to extend some larger structural task one or a combination of two FH, FC, and
at 72MO and 144MO will still be in line groupings at 6YE and 12YE. calendar parameters. AH is also used
with the second and fourth C check in a “We still need to collect data from the when referring to APU hour utilisation.
cycle. That is, the C2 and C4 checks. 72MO events,” continues Salles- Of the 748 tasks, 242 are FH-driven,
This check escalation has been Parfouby. “After only 10 years of service 23 are FC-driven, 371 are calendar-based,
achieved by analysing the in-service fleet there have obviously been far fewer and 57 are a combination of FH/FC or
findings down to individual task level. 72MO checks than 24MO checks. Yes, MO. The remaining 55 tasks are related
“For the aircraft in service each the 72MO tasks could be extended with to vendor or NOTE references for
individual task in terms of the escalation the reports we receive from the operators, interval requirements.
programme is looked at,” explains but you have to keep in mind that The Systems section inspections
Stegerer. “The reports that we get back increasing the interval of 72MO will outline aircraft systems and aircraft
on content of the task or the potential affect the synchronisation of the 144MO component scheduled maintenance tasks.
findings will either lead to escalation of check. With maintenance planning, The term aircraft component covers the
that particular task or not.” synchronisation is key to avoid additional engines and APU.
“The path for escalating the A checks costs.” Of the 748 tasks, 582 apply to all
from 750FH to 1,000FH was secured in For operators that choose to move to A380-800s, 48 cover the A380-841/842,
2016,” adds Salles-Parfouby. “The next the 36MO cycle after their maintenance 35 apply to the A380-861, and 83 apply
step in the process was to proceed with programmes have been validated by local according to each aircraft’s modification
the C check escalation programme during authorities, a bridging check would be (mod) status.
2017. The result is that many of the performed at the next convenient base Inspections contained in the Systems
24MO and 24MO/12,000FH tasks are check that would release the aircraft onto section cover 11 task codes and nine skill
being escalated to 36MO, equal to about a 36MO cycle. codes, and originate from numerous
18,000FH; and the 48MO tasks are being “The check escalations have the source documents. Task codes define the
escalated to 72MO. potential to introduce a 10% reduction in type of task, for example: FNC for a
“There are still some 24MO and maintenance costs when applied to the functional check, LUB for a lubrication
48MO tasks where we need to collect main maintenance events at 1,000FH and task, or DET for a detailed inspection.
and review more airline reports, so in the 36MO over the 12YE maintenance Skill codes define the required experience
meantime the interval will not change,” cycle,” explains Stegerer. or trade knowledge required for the task,
adds Salles-Parfouby. “This is a “The main point is that the aircraft for example: RA for radio and
continuous process of information has more potential for flexibility in the communications, CL for cleaning, or
collection.” maintenance programme. Its in-service NDT for non-destructive testing. The
While Airbus will retrieve all the behaviour so far has allowed Airbus to Task and Skill code overview is detailed
reports from across the airlines to get extend intervals at an individual task (see table, this page).
individual task escalations increased level,” adds Stegerer. “There is always, Of the listed inspections, 726 have a
inside the MRB Report leading into the however, a balance to be found. Pushing 100% interval only over 95 different
MPD, each airline will discuss its own for longer intervals for the sake of it does groupings, while 22 tasks have 100%
reliability programme with its local not make sense, but it shows how easy it threshold over 15 different groupings. Of
authority to obtain approval on interval is to maintain the aircraft in terms of the tasks with initial thresholds and
escalation. ground time and packaging.” repeat intervals, six groupings have

AIRCRAFT COMMERCE ISSUE NO. 117 • APRIL/MAY 2018

 41 I MAINTENANCE & ENGINEERING
reduced repeat intervals, and two largest number of VR inspection listings. column for the task. There are 20 tasks
groupings have increased repeat intervals. There are 32 task entries, 20 of which with an interval of NOTE, of which
Systems section sampling tasks apply to all aircraft, and 12 to A380-800 seven apply to all aircraft, eight to the
include a schedule for the operational per mod status. A380-841/842, and five to the A380-861.
check of the cabin escape slides, per Most of the VR tasks relate to cabin NOTE tasks range from discarding
operator’s fleet per door position (either systems, including passenger and crew flashlight batteries and obtaining fuel
side) not to exceed 36MO. oxygen hydrostatic in-shop testing, and tank samples, to the life-limited discard
Of the large number of different cabin escape facilities testing per listing for landing gears, engine parts and
interval groupings, more than 40 regulatory authority request. APU components.
intervals have only one task listing, and Another grouping of tasks without a Interestingly, in Revision 13 of the
only eight have more than 10 task listed threshold or interval falls under the MPD, there is already a large grouping of
listings. So, the larger groupings of tasks grouping of NOTE. This refers to the 15 inspections tasks at 36MO. The tasks
fall into only a limited number of instruction NOTE listed in the interval escalated from the 24MO/12,000FH
intervals forming the foundation of each
base check event.
Not all tasks in the MPD apply to all
aircraft. An applicability column lists the
aircraft type for which the inspection is
required, including the pre- or post-
modification numbers, engine type and
configuration differences.
Larger access and preparation
requirements for inspections appear in all
three Systems, Structures, and Zonal
MPD sections.
For 72MO calendar-driven
inspections, there are 110 tasks, 92 of
which apply to all aircraft, and 18 to
A380-800 per mod status. There are
additional groupings of 72MO or
12,000FH, 15,000FH or 8,000FC,
36,000FH, and 24,000FH or 72MO.
These groups include 10 higher access
tasks to be placed at the 72MO check
interval.
Access required includes removal of
dado panels, floor panels (for drainage
pipe inspections), ceiling and sidewall
panels, wing panels and cargo bay panels.
Chapter 20 of the ATA aircraft
documentation number system covers
‘Standard Practices’. A large number of
tasks in the Systems section that required
the greatest access and preparation
figures will be Chapter 20 tasks. These
include restoration by cleaning of the
electrical wiring interconnection system
(EWIS) installed in the main deck and
cargo bays, including utility areas where
specified. In the 72MO check grouping
there are more than 20 Chapter 20 tasks.
For the 144MO calendar-driven
inspections, 60 apply to all A380-800s,
one to the A380-841/842, one to the
A380-861, and one to the A380-800 per
mod status (applicable to crew rest
compartments). Although no tasks listed
in the MPD are ‘at engine removal’, the
Systems section planning notes do appear
to detail where tasks can be accomplished
at the opportunity of engine removal.
In the 144MO grouping there are 34
ATA Chapter 20 restoration by cleaning
cards (task code - RST, and skill code -
CL). Most of the access will tie in with
access gained for the Structures 144MO
tasks. This includes fuel tank access for
the SFAR 88 ignition source prevention
programme.
The Systems section contains the

ISSUE NO. 117 • APRIL/MAY 2018 AIRCRAFT COMMERCE

42 I MAINTENANCE & ENGINEERING
A380 MAINTENANCE PROGRAMME - CURRENT 24M0 BASE CHECK INTERVAL

Calendar Calendar Calendar Calendar Calendar

Calendar Approx Approx Base tasks tasks tasks tasks tasks
Base interval FH FC check applicable applicable applicable applicable applicable
Check - months interval interval groups to all A380 per to to per eng
mod status A380-841/842 A380-861 mod status

1st or C1 24 9,000-11,000 1,100-1,200 24MO 105 15 20 11 5

2nd or C2 48 18,000-22,000 2,200-2,400 24MO + 48MO 156 19 29 20 5
3rd or C3 72 27,000-33,000 3,300-3,600 24MO + 72MO 348 50 25 22 5
4th or C4 96 36,000-44,000 4,400-4,800 24MO + 48MO 161 19 30 21 5
+ 96MO
5th or C5 120 45,000-55,000 5,500-6,000 24 MO 106 15 20 11 5
6th or C8 144 54,000-66,000 6,600-7,200 24MO + 48MO 606 62 39 38 5
+ 72MO + 144MO

A380 MAI M

groupings fall due with this group. Inspections contained in the section Most of the tasks have reduced
There are 112 systems tasks that will cover only three task codes (DET, SDI intervals in comparison to the initial
most likely fall due before the C checks. and GVI) and three skill codes (AF, EN threshold. This can vary from as little as
The largest quantity grouping is the and NDT). Numerous source documents 100FC less than the original threshold, to
750FH group of nine tasks. The lowest are referenced (see table, page 40). more than halving the initial threshold.
frequency tasks are at 48 hours. As well as monitoring the aircraft Unlike older Airbus types, the A380
structure for fatigue and accident MPD was not released with a separate set
damage, the purpose of the Structures of thresholds and intervals for sampling
Structures inspections includes controlling corrosion aircraft which often represented a
The Revision 13 MPD Structures to a level 1 or better. percentage of the oldest aircraft in the
section contains 878 tasks with 530 As a guide, if corrosion is found on operator’s fleet.
different threshold and intervals inspection of the aircraft structure, it is “There are no tasks in the A380’s
groupings using calendar, FH or FC given a level of 1-3 for defect reporting. MPD relating to the MRBR fatigue-
parameters or a combination of interval Level 1 corrosion can be blended out sampling programme as in the case of
parameters. By far the most are FC and within the permitted limits by the previous aircraft maintenance
FH combinations. aircraft’s Structural Repair Manual programmes,” explains Salles-Parfouby.
Of the 878 tasks, three are FH-driven, (SRM) or per inspection documents used. “Instead, a fatigue-monitoring
83 are FC-driven, 243 are calendar-based, Level 2 corrosion is reported if the area to programme has been developed.
and 545 are a combination of either FH be blended out exceeds the permitted Operators have benefited from more than
or FC and MO. The remaining four tasks limits requiring repair or replacement, a 90% reduction in the number of MRBR
are related to Vendor or NOTE references while Level 3 corrosion is determined to sampling tasks which feed the MPD.”
for interval requirements. be of an airworthiness nature and Landing gears, however, are involved
Of the 878 tasks, 801 apply to all requires potential fleetwide inspection. in a fleetwide sampling programme
A380-800s, 26 to the A380-841/842, 32 All structures tasks use an initial controlled independently of the MPD.
to the A380-861, and 19 apply according threshold and repeat interval apart from For maintenance planning purposes,
to the A380-800 mod status. one task that has only a 100% interval. landing gears are to be removed for ‘off

AIRCRAFT COMMERCE ISSUE NO. 117 • APRIL/MAY 2018

44 I MAINTENANCE & ENGINEERING

aircraft’ restoration at
144MO/12,700FC. For sampling
purposes, gears from different climate
regions are being removed at an earlier
interval for initial inspections.
“We have begun a controlled
sampling programme of the landing gears
at the request of authorities,” explains
Salles-Parfouby. “The first MSN landing
gear has been inspected with no
significant findings to report that could
amend the current proposed interval of
144MO/12,700FC. The second gear for
sampling was removed from another
MSN in March 2018, and was in very
good condition, and another is due in
August 2018. With no significant
findings, that part of the aircraft is
behaving as predicted.”
Deep access requirements for cabin
and freight bays will be driven primarily
by the structural section 72MO and
144MO task groupings.
For 72MO calendar-driven
inspections there are 132 tasks: 106 apply
to all aircraft, five to the A380-841/842,
11 to the A380-860, and 10 to the A380-
800 per mod status. Additional task
groupings are two tasks at
72MO/3,800FC/28,000FH, and one task
at 72MO/6,300FC.
Access for the 72MO inspections
includes, for example, removal of: wheels
and brakes; ballast weights and insulation
at specific locations; lavatories and
galleys; and interior ceiling and sidewalls.
Engines and pylons also have heavy
access requirements.
For the 144MO

AIRCRAFT COMMERCE ISSUE NO. 117 • APRIL/MAY 2018

 apply to the task. This is the case where
the task MH may only apply to the
workshop environment, but MH can be
listed for Access or Prep.

Routine
Multiplying the OEM’s estimated MH
by a reality or conversion factor has been
an accepted method over many years to
determine actual inspection MH figures
to resource base maintenance checks. In
previous Aircraft Commerce A380
articles, (see The A380’s & 747-8’s design
& maintenance requirements, Aircraft
Commerce, February/March 2012, page
45), operators noted a conversion factor
There are another 29 tasks at 48MO into one place. The MH information of up to 7 is being used, while experience
intervals: 15 apply to all, seven to the supplied is in the usual Airbus format of was being obtained on the aircraft type.
A380-841/842 and seven to the A380- Task, Prep and Access. While during the initial few base
861. These cover deeper access The Task, Prep and Access MH checks this may have been the case,
requirements, including access gained for listings cover aspects of inspection industry feedback has determined that a
internal cockpit, avionics compartment requirements: Task MH for the actual task-by-task MH evaluation is instead
and pylon inspections. Engine inspections technical performance of the required taking place. “Such a factor is of course
are listed only once in the MPD if the MPD listing; Access MH for panel only a rough guideline; we evaluate every
inspection applies to all four engines. The removal/re-fit and door opening/closing; single case during first accomplishment,”
four engine zones listed against the MPD and Prep MH for specific area or explains Christian Rieckborn, fleet
will confirm if inspections apply to all. A component preparation needed to manager (A380) at Lufthansa Technik.
large percentage of these tasks have been correctly complete the inspection. Of course, routine check figures will
escalated to 72MO in Revision 14 of the Preparation hours require close vary according to the internal cabin
MPD. attention. Details of aircraft interior layout of each fleet. Access MH figures
There are 38 tasks listed at a 72MO furnishing, galley/lavatory removals, will account for a large proportion of
interval: 31 apply to all aircraft, and landing gear, engine, even insulation MH calculations. In a three-class interior
seven to the location of galleys and blanket removal, will be covered by the configuration, 16 lavatories, 17 galley
lavatories. Twenty-eight of these Prep MH. Large MH tasks will be found modules, and additional wet floor areas
inspections require access to specific areas here. where bars are located, typically must be
of cabin and cargo compartment One example of a preparation removed on the structural checks.
equipment, furnishings, and floor panel requirement with guide MH figures Crew rest area maintenance
removals. supplied is the Zonal GVI of the main
The 96MO task grouping has only deck’s forward mid-cabin and utility area.
four tasks: two apply to all aircraft; one To complete this, floor panels, insulation,
to the A380-841/842; and one to the lavatories and galleys, seats and sidewall
A380-861. These tasks have wing, pylon panels must be removed. Preparation
and body fairing access requirements. areas are listed within the tasks content,
There are 47 144MO tasks, of which and a guide of 91.82MH provided.
45 apply to all aircraft; one to the A380- Panel removal requirements are listed
841/842; and one to the A380-861. next to each MPD task where required,
Like the 72MO grouping, there are along with associated MH. Appendix 6
extensive cabin, cargo compartment and of the MPD lists all 1,340 panel numbers
fuel tank access requirements. and doors on the aircraft with guide
removal/refit MH.
The MPD still has tasks with MH
A380 base checks listed as to be determined (TBD) where
Airbus is yet to list the MH requirement.
Under Task, 95 inspections are listed with
Man-hours MH as TBD. Two are listed under Access
The MPD shows MH in decimal requirements, and 82 under Prep
format within each Systems, Structures requirements. Often these tasks have FC
and Zonal section. In the Excel version of or FH intervals, and require NDT
the MPD there is a labour calculator that inspection or unique access.
collates all MPD inspection information Where N/A is quoted, MH do not
 47 I MAINTENANCE & ENGINEERING
In general, for the first base check finish. By completing these critical Industry feedback for the base routine
cycle the ratio of defects to routine inspections as early as possible, you have with adjusted MPD MH that includes
inspection MH starts at 0.3:1 for the C1 a better chance to obtain all the support access and preparation MH, customer-
check. It increases throughout the check you need from Airbus for parts specific tasks and aircraft handling is as
cycle, and is expected to reach 0.7:1 to procurement to get the aircraft back follows: C1/24MO check is 5,000-
1:1 for the 12YE check. Some operators together in time.” 6,000MH; the C2/48MO check is 7,000-
represent this ratio as a percentage. 8,000MH; and the 6YE check (often
There are 89 A380 aircraft in active referred to as a C3 or 72MO check) is
service that are more than six years old, Check totals 25,000-27,000MH. The large rise in the
and so will have accomplished their first Some tasks in each maintenance check 6YE figures includes the overhaul of the
structural check at the 6YE interval. will include clearing inspections ahead to cabin furnishings and seats.
Defect findings from the in-service minimise maintenance ground time Using an escalating NR ratio for the
aircraft have been reported as on par between checks. base routine, preparation and access MH
with other aircraft types, or lower. An example of this is a base check at figures supplied by the airlines, the check
“Based on a 72MO check, our 24MO that may include both 18MO and total at 24MO, the labour required is
experience is that NR findings are lower 24MO calendar tasks, tasks between 6,500-7,800MH. This is using 0.3 defect
than for other fleets,” adds Rieckborn. 9,000FH and 19,000FH, and tasks due at MH for every routine inspection MH.
“Usually corrosion of the seat tracks is a 1,200-2,400FC. Using an optimised The C2 check total at 48MO is
major issue, but the use of titanium tracks check format, some FH and FC tasks may 9,100-10,400MH, using a defect ratio of
means this does not apply to Lufthansa be moved to small line checks to gain full 0.3MH per routine MH. The 6YE, often
aircraft. Many issues have been addressed utilisation of the inspection parameter. In referred to as a C3 or 72MO check, has
by modifications prior to the layover, an FH- and FC-optimised maintenance an NR guide ratio of 0.4:1, with a labour
however, so there are no surprises.” programme, such as the A380’s, few base requirement of 35,000-37,800MH.
“The ratio of routine to NR work for checks will be the same. For a more detailed look at the C2 at
the A380 is no different to any other Since the A380 entered service, Airbus 48MO, a routine figure across all trades
Airbus aircraft,” adds a spokesperson for has collected in-service MPD MH data with the MPD-factored and customer-
Etihad Airways Engineering (EAE). from various operators to use as guide specific cards included is 5,000MH, with
“With the scale of the aircraft it is estimates for checks. For the routine 1,300MH for access and preparation,
important to hit planned inspection MPD tasks only including access and and another 1,000MH for ground
targets early. In our maintenance check preparation, this is as follows: C1/24MO handling/technical cleaning/final
plans we have what we call a Critical check is 1,500MH, the C2/48MO check functions/de-fuelling/planning and
Determination Point (CDP), which is is 2,100MH, and the 6YE check (which engineering support. This equates to a
where all the critical inspection can be referred to as the C3 or 72MO guide check figure of 7,300MH. When a
requirements of the check are targeted to check), is up to 16,000MH. 0.3:1 defect ratio is applied to the base

ISSUE NO. 117 • APRIL/MAY 2018 AIRCRAFT COMMERCE

48 I MAINTENANCE & ENGINEERING
Di rectl abo ur i nputsfo r th e 6YE ch eck are abo ut
25,000-27,000MH. After i ni tial experi ence w i th
th e fi rstch eck s, th e no n-ro utine ratio fo r th e 6YE
ch eck i sabo ut0.4, th ereby addi ng a furth er
10,000-11,000MH.

The same methodology will be used on

the 12YE checks, as well as in-service
experience gained on the type.”
“At Etihad Airways Engineering
(EAE) we start preparing for the check
six to seven weeks before the input by
evaluating the work scope to create a
check plan,” adds an EAE spokesperson.
“The check plan will include the day-to-
day inspection listing and required
manpower allocation. With manpower
planning, we split the trades, for
example, into cabin, avionics, or
structures. These are then allocated to the
inspection requirement of the check plan.
Night coverage will also be used,
depending on the inspection type, to
inspection and access figure, a further addition of modification work, including spread out the inspection loads in critical
1,890MH will be required, taking the AD and SB releases to the work packs. or confined space areas. This is not very
sub-total for these elements of the check For example, the wing rib modification different from any other check apart from
to 9,190MH. Major aircraft could be carried out over different the amount of labour required. It is a
modifications or interior work and maintenance inputs, but when carried labour-intensive aircraft, which in turn
refurbishment, and component changes over to the closest C check an extra needs some resourcing flexibility. If the
will require additional labour. 22,000-25,000MH is needed to complete check progress lags behind, you need a
For a more detailed look at the C3 at the full AD. clear link to resource allocation to see
72MO, a routine figure across all trades “Several fatigue-test-related structural how to recover the time.
with the MPD-factored and customer- ADs (flap-track fairings, wing tips, “Additionally while performing A380
specific cards included is 17,000MH, passenger doors) have to be performed, maintenance, what needs to be
access and preparation is 6,000MH, and but most of the modification on the considered, especially on the heavier
ground handling/technical cleaning/final Lufthansa fleet was already carried out checks, is not just the MH required, but
functions/de-fuelling/planning and during the 72MO check,” says securing the essential support needed
engineering support add another Rieckborn. “The situation might vary from the OEM,” further explains the
1,500MH. This equates to a sub-total of among fleet leader aircraft depending on EAE spokesperson. “EAE is part of the
24,500MH. When a 0.4:1 defect ratio is kit availability.” Airbus Alliance, in which Airbus
applied to the base inspection and access recommends the MRO facility as an
figure, another 9,200MH will be needed, A380 Center of Excellence. Subsequent
taking the sub-total to 33,700MH. As Resourcing engineering and materials support from
with the C2 check, major modifications Hangar logistics and manpower the OEM plays a key role in assisting the
or interior configuration work, and resource planning is always an important delivery of the aircraft on time.”
component changes will all be additional. behind-the-scenes activity before any Another consideration when carrying
The same applies to any stripping and large maintenance input, especially for out A380 maintenance is the hangar floor
painting that might be included in the heavy checks on newer, larger aircraft. space commanded during the input.
check, or performed later. A380 heavy structural check resource Additional planning is needed to include
For guide costings, a C2 check with a planning can follow the patterns of enough workable area for the large
sub-total of 9,190MH for the main similar-sized aircraft which have the same quantity of cabin equipment to be
elements at a labour rate of $60 per MH engine and landing gear configurations. inspected, overhauled/repaired, and
and a further budget of $12 per MH for Where it differs is on the size of the cabin, stored pending re-installation.
consumable materials would total about which stretches across two full decks. “To carry out A380 maintenance
$662,000. “Handling the A380 cabin requires a efficiently, the infrastructure needs to be
A C3 with a sub-total of 33,700MH well-staged double cabin team,” explains correct. A big part of that infrastructure
at a labour rate of $60 per MH and $12 Ray Kazmierczak, director at RFK is interior workshop capabilities,” says
per MH for consumable materials, a Consulting. “Stripping out the aircraft Kazmierczak. “At 6YE check intervals
guide C2 check would be $2.43 million. interior should take no longer than any most operators are removing and
What impacts the 6YE check MH other aircraft if the staffing is correct. For refurbishing/upgrading the complete
more is inclusion of a cabin a 6YE input it is possible to remove all cabin. I see this being the same for the
refreshment/overhaul request. This will the cabin equipment, including seats, 12YE checks. This requires an interior
be the same for the 12YE checks. galley and lavatory modules, and floors, shop of 3,000 square metres per aircraft
Base check downtimes are 17 days for in three or four days with a cabin team of to support the removed cabin equipment.
the 24MO, 22 days for the 48MO, and 50 personnel. Initially the MH needed to This shop is ideally located close to the
47-53 days for the 72MO check. do this can be based on similar-size aircraft for efficient access. The aim is to
Downtimes are affected by the cabins, but can be scaled up as necessary. start refitting the cabin after two weeks.”

AIRCRAFT COMMERCE ISSUE NO. 117 • APRIL/MAY 2018

 The importance of cabin interior
support is also noted by EAE. “On the
6YE and 12YE inputs you need space,
labour, and importantly you need back-
shop support,” adds the EAE
spokesperson. “We have these three
requirements. In parallel to the MRO,
EAE has the essential expertise to process
the cabins through the back shops. The
cabin has become our speciality.”
An additional commercial complexity
is the aircraft’s large hangar footprint.
“If you are completing A380
maintenance, you have to be doing well
over 1,000MH per day to cover the
hangar space’s potential earnings,” says
Kazmierczak. “This puts pressure on
other departments, such as engineering where many additional cosmetic tasks are
and logistics, planning and purchasing, included at the same time.”
and any other support service needed for A 12YE check figure could be well in
that particular input. If the same hangar excess of 75,000MH when including
could take four narrowbody aircraft landing gear changes, cabin configuration
achieving 500MH a day, then it could be and decor changes, reliability programme
generating 2,000MH a day. These are all component changes, aircraft re-painting,
factors to consider and price for.” and end-of-lease or aircraft transfer work
packages to a new operator if required.

12YE/144MO check
The first 12YE checks are now under Beyond 12YE check
way. Experience from the 6YE structural As expected, a large number of task
checks will be a huge factor in estimating thresholds fall beyond the 12YE check
MH required for the 12YE check. cycle within the structural inspection
Currently end-of-lease aircraft are the programme. Utilisation of each aircraft
first to have the scheduled check. While will affect when these intervals are
shop-floor data collection will be of reached in terms of calendar time.
interest to other airlines planning for the For example, there are 37 different
checks, any additional requirements, thresholds for 39 different tasks from
including cabin configuration changes 8,500FC to 8,900FC, and which have a
and general cosmetic work, will disturb 62,600FH to 66,000FH back stop. The
the potential flow of the scheduled higher FC aircraft utilisation will hit this
maintenance data for collection purposes. at 13-14 years, while the higher FH
Airbus is in constant contact with utilisation aircraft will hit this at 12-13
customers leading up to the checks. years. For these aircraft the tasks will
“For everything around the most likely be cleared on the 12YE check.
preparation of the check, Airbus is in For lower FC utilisation aircraft, the
constant communication with the same tasks will fall due at 19-20 years,
operator for support needs,” explains while the lower FH utilisation aircraft
Salles-Parfouby. “This includes the will hit this at 14-15 years. For these
availability of Ground Support aircraft the inspection tasks will either be
Equipment (GSE), carrying out repair and included on a case-by-case basis, or
risk assessments, and to support any task brought forward to the 12YE check.
optimisation the operator is looking for Another 211 tasks fall due from
or would like to proceed with.” 9,000FC to 18,700FC, and 66,600FH to
“We estimate that the aircraft will 136,000FH. These will come due at 15-
require 50,000MH for the technical 30 years of age in accordance with most
inspection tasks and defect rectification,” airlines’ rates of utilisation. Most of these
explains Stegerer. “This figure excludes are NDT inspections, including X-ray.
any preparation, access, or cabin Many of the tasks have a reduced
reconfiguration work, or repainting that repeat TxL9m%%9qd9dT
9qd9dTdL[h -)]nTxL9m1.1qd9dT
dL[h -)]TxL9m1.1qd9dT
dL[hi-)]m%pe
dL[hi-)]m%pe
may be needed. So more than 50,000MH
will be needed in an airline operation
50 I MAINTENANCE & ENGINEERING

AIRCRAFT COMMERCE ISSUE NO. 1 • SEPTEMBER/OCTOBER 1998