1. MRO- Maintenance, Repair & Overhaul
All actions which have the objective of retaining or restoring an item in or to a state in which it can perform its required function. The actions include the combination of all technical and corresponding administrative, managerial, and supervision actions.

2. MRO- Maintenance, Repair & Overhaul
Aircraft MRO is the overhaul, repair, inspection or modification of an aircraft or aircraft component
Maintenance includes the installation or removal of a component from an aircraft or aircraft subassembly, but does not include:
Elementary work, such as spark plugs, checking cylinder compression, etc
Servicing, such as refueling, washing windows
Any work done on an aircraft or aircraft component as part of the manufacturing process, prior to issue of a certificate of airworthiness or other certification document

3. Regulation of Maintenance
JAA - Joint Aviation Authorities
JAR - Joint Aviation Requirements
JAR-OPS 1 & 3 issued in May 1995
JAR-OPS 1 - Aeroplanes
JAR-OPS 3 - Helicopters
Applicability, i.a.w. JAR-OPS 1 & 3 Subpart A:
Civil aeroplanes in commercial air transportation
Operators whose principal place of business is in a JAA Member State
JAR-OPS 1 & 3 Subpart M:
Subpart M defines the aircraft maintenance requirements as viewed from the perspective of the Airline Operator
Subparts B and C also define maintenance related requirements

4. Responsibilities of Airline Operators
An Airline Operator shall ensure the airworthiness of the aeroplane and the serviceability of both the operational and emergency equipment, being responsible to perform and / or control the following.
Maintenance i.a.w. maintenance programme
Airworthiness Directives (ADs)
Preflight inspection
Defect rectification to an approved standard
Modifications and its policy
Effectiveness analysis
Life limits and expiry dates
These requirements must be performed in accordance with procedures acceptable to the Authority

5. Responsibilities of Airline Operators
The Airline Operator is therefore responsible for:
Responsibilities of Airline Operators
The airworthy condition of the aeroplane, even if the Airline Operator does not perform any maintenance
Managing a maintenance programme (what maintenance is required, when to perform it, by whom and to what standard) and getting Authority approval
Amending the maintenance programme and getting Authority approval
Maintaining adequate knowledge of the design status of the aeroplane
Establishing a policy, and work to that policy, to assess non-mandatory information such as certain Service Bulletins, Service Letters, etc.
Analysing the effectiveness of the maintenance programme, with regard to spares, established defects, malfunctions and damage
Providing a clear work order to the JAR-145 maintenance organization
Checking the subcontracted work at the maintenance facilities

6. Responsibilities of Airline Operators
An Airline Operator shall establish and maintain a Quality System in accordance with JAR-OPS (Subpart B).
An Airline Operator shall therefore establish a Quality System and designate a Quality Manager, acceptable to the Authority.
The Quality System must at least monitor:
The Quality System may be combined with JAR-145 Quality System.
Compliance with approved procedures, ref. JAR-OPS 1.035(a)
Feedback system to the Accountable Manager, ref. JAR-OPS 1.035(a)
Quality Assurance Programme, ref. JAR-OPS 1.035(b)
JAR-OPS activities i.a.w. accepted procedures, ref. JAR-OPS 1.900(a)(1)
Contracted maintenance i.a.w. the contract, ref. JAR-OPS 1.900(a)(2)
Continued compliance with Subpart M, ref. JAR-OPS 1.900(a)(3)

7. Types of Maintenance
Each airline develops its own program, based on manufacturer’s planning documents, but includes adjustments for the airline’s own operations
Each aircrafts requires different operators and programs
BUT, aircraft of the same number of routine maintenance hours during the program cycle

8. MRO- Maintenance, Repair & Overhaul
Maintenance of aircraft usually categorized into
Product type (airframe, engine and components)
Timing and purpose of work
Then, resulted into 4 categories
Routine scheduled maintenance
Non-routine maintenance
Refurbishments
Modifications

9. Routine scheduled maintenance
Includes airframe and engine checks
The most elementary is visual inspection of the aircraft before flight- ‘walk-around’
To ensure there are no leaks, missing rivets or cracks
Types of checks-In Grades
Overnight
A-Check

10. Routine scheduled maintenance
B-check
C-check
D-Check
Overnight: Operate 1 to 1.5 hrs. inspection (End of working day) to ensure the plane operating in according to OEM ‘s (Original Equipment Manufacturer) minimum list
In, example installation of telephones and other devices

11. Routine scheduled maintenance
A-Check: Done after 125flight hours (2-3 weeks)
An amplified preflight visual inspection of plane's power plants, avionics and accessories
B-Check: Done approximately after 175 flight hours (3 to 4 months)
An open inspection for preventive maintenance (exterior wash, engine oil)
Oils filters are removed and checked, parts are lubricated and carefully examined

12. Routine scheduled maintenance
C-check: Carried out approximately for every 3000 flight hours (15 months)
Incorporates both A and B checks
Components are repaired,
Flights controls are calibrated
Major internal mechanism are tested
Other tests include minor structural inspections, compressor, flight control rigging tests, engine, compressor washes, aircraft appearance maintenance, and post-check flight tests

13. Routine scheduled maintenance
D-Check: The most intensive, approximately 20, 000 flights hours (6-8 years)
Cabin interiors (including seats, galleys, lavatories, cockpit, furnishings, headliners and sidewalls) are removed to enable careful structural inspections
Flights controls are examined and the fuel system is probed for leaks and cracks
The aircraft is stripped to its shell and rebuilt to return it to its original con

14. Routine scheduled maintenance
MRO activities
Engine Compressor washes
flight control rigging tests

15. Engine Maintenance
I must leave this shop in full airworthy condition !
CFM56-5B and CFM56-5C at TAP Maintenance & Engineering C-Check Hangar
JT8D at TAP Maintenance & Engineering Engine Overhaul Shop
TAT and profit margin considerations shall never impair quality !

16. Engine MRO Providers OEM
Original Equipment Manufacturers (own facilities or acquired shops)
ex: GE, Snecma, P&W, RR, etc.
Airlines
Airline Engine Shops (integrated or independent from airline)
ex: TAP M&E, KLM E&M, Lufthansa Technik, Air France Industries, etc.
Independents
Independent Engine Shops
ex: MTU, Fiat Avio, IAI, etc.

17. Non-routine Maintenance
Done due to unforeseen event such as accident.
An example of the first engine damage due to bird ingestion or an airframe dented by a catering truck
Done also for an aging aircraft

18. Refurbishments
Any form of upgrading of cleaning, brighting, or making it fresh again.
To renovate and upgrade the aircraft
For example: Cabin upgrades and exterior painting

19. Modifications
Any form of small alteration, adjustment, or limitation to fulfill the aircraft’s owner.
Most modifications are carried out within the interior design, not much on the airframe and engine.
For example: Installation of karaoke, PS3 and various kind of entertainment in the cabin

20. Overhaul of airframes
A plan where a series of seven minor overhauls and one major check were conducted on aircraft
The major overhaul was designed to rework the airplane to a like-new condition-to fit the bits and pieces back together to the exactness of current manufacturing tolerances

21. Overhaul of engines and other components
Components are brought in when either operating time/ condition requires it
The overhaul returns them to specifications laid down by engineering and manufacturer
BUT when practical, engine changes are made during maintenance checks or airframe overhauls

22. Contract Maintenance When?
When the airline do not have the personnel and equipment to perform maintenance
When serving a distant airport at which they do not have maintenance support
Why?
Different types of aircraft requires different expertise from different areas
Low labor cost
Important note:
Some contracts extend to other functions, such as cleaning and fueling the aircraft

23. Expectation from Engine MRO Provider
The key challenge for an Engine MRO Provider is to manage the balance between TAT and Cost maintaining
Quality
TAT
Cost
Manage workscope vs. required TAT
Manage scrap replacement vs. repair
Manage stock level vs. required TAT
Performance, Flexibility, Quality

24. Expectation from Engine MRO Provider
Reliability, Quality and Speed are nowadays more important than Price for the Airline Operator
Source: A.T. Kearney
Factor
Relative importance

25. MRO Challenges
In order to reduce costs and increase survivability, Airline Operators focus on their core business and reduce staff to a minimum
Newer engines are becoming increasingly more complex requiring higher levels of engineering expertise
Shortage of skilled staff is one of the greatest obstacles today for future performance gains among Airline Operators
Highly competitive engine MRO situation prevents Providers from obtaining desired profit margins
In general, Airline capability to control their JAR-OPS responsibilities in respect to engines has decreased significantly in the past years and will probably continue in the near future
Stresses MRO Quality Assurance departments
Added responsibilities on JAR-145 approved organisations stress National Authorities and Internal Audit to maintain proper control

26. MRO Challenges
Hey pal, I have some friends in the technical dept. who take real good care of me.
Airlines are for flying ! I’ve got to reduce some resources in other departments.
I guess I will end up in the hands of an MRO Provider… I just hope it is really good !
Oh..fly boys…! just want to fly, but they must take care of their planes too. I’d better keep close control.
My QA friend really knows his place and his people. He’s doing a fine job. I have to help him more.
Time is money. Hurry up !
Authority
JAR-OPS
Authority
JAR-145
Humm... These mechanics know what they’re doing, but are always under stress. I’d better tighten the control and check them more often.
Sometimes there are just so many rules, so much to learn and so little time !...
... and my boss always tells me to hurry up.
Mechanic
QA - MRO

27. Question 1
The aircraft maintenance, repair and overhaul (MRO) sector has seen tremendous growth in recent years that involve cost centre within an airline, the maintenance, modification and aftermarket servicing of commercial aircraft, engines and components.
Briefly explain in your own words the concept of maintenance, repair and overhaul (MRO). (3 marks)
b) Describe in your own words the responsibility of the airline MRO operator? (9 marks)
c) From your opinion, which is the most challenging task for an MRO operator and state your reason why. (3 marks)

28. Question 2
Airliner would develops its own MRO program, based on manufacturer’s planning documents, but includes adjustments for the airline’s own operations.
Discuss in details the four categories of Maintenance, Repair and Overhaul (MRO) (9 marks)
b) Discuss in your own words significance of MRO engine maintenance . (3 marks)
c) From your opinion, what are the key success indicator for an MRO service provider? (3 marks)

29. Question 3
MRO today has become more sophisticated in identifying, diagnosing and transmitting defects that require the important feature of MRO Management.
Briefly explain the difference in refurbishments and modifications in MRO. State some examples to support your answer. (4 marks)
b) Discuss in your own words the standard expectations from an MRO Provider (8 marks)
c) From your opinion, which MRO provider would you prefer to service your aircraft? State your reasons (3 marks)

30. Question 4
One of the most critical activities for airline MRO is to strike a balance between supply and demand, as insufficient stock of spare parts can lead to stock outs and  creating lost revenue opportunities.
Briefly discuss all the challenges that the MRO provider
faces. (8 marks)
Guide MAS that has more than 1 year old aircraft with 3000 flight hours completed in the MRO routine scheduled maintenance. Which types of checks-in grades is suitable for this aircraft. (5 marks)
c) From your opinion, would you opt to use contracted maintenance for your airline company. State your reasons. (2 marks)